i 


DEPARTMENT  OF   COMMERCE 

U.  S.  COAST  AND  GEODETIC  SURVEY 

O.    H.   TITTMANN 
SUPERINTENDENT 


HYPSOMETRY 


PRECISE  LEVELING  FROM  BRIGHAM,  UTAH, 

TO  SAN  FRANCISCO,  CALIFORNIA 


BY 


-WILLIAM    BOWIE 


Inspector  of  Geodetic  Work,   and   Chief  of  the  Computing  Division 
IT.  S.  Coast  and.  Geodetic  Survey 


SPECIAL  PUBLICATION   No.  22 


WASHINGTON 

GOVERNMENT  PRINTING  OFPICK 

1914 


(?»**— r       e>tto>       e^ocJeTTi*.       ^ou-v-cw, 


DEPARTMENT   OF   COMMERCE 

U.  S.  COAST  AND  GEODETIC  SURVEY 

O.    H.   TITTMANN 
SUPERINTENDENT 


HYPSOMETRY 


PRECISE  LEVELING  FROM  BRIGHAM,  UTAH, 
TO  SAN  FRANCISCO,  CALIFORNIA 


BY 


WILLIAM    BOWIE 


Inspector  of  G-eodetic  Work,  and   Chief  of  the  Computing  Division 
TJ.  S.  Coast  and  Geodetic  Survey 


SPECIAL   PUBLICATION    No.   22 


WASHINGTON 

GOVERNMENT  PRINTING  OPFIOE 

1914 


ADDITIONAL  COPIES 

OF  THIS  PUBLICATION  MAY  BE  PROCURED  FROM 

THE  SUPERINTENDENT  OF  DOCUMENTS 

GOVERNMENT  PRINTING  OFFICE 

WASHINGTON,  D.  C. 

AT 

15  CENTS  PER  COPY 


ft  Ubwy 


CONTENTS. 


rum 

General  statement 5 

Standard  elevations 5 

Orthometric  correction 6 

Theoretically  best  elevations 6 

Dynamic  numbers '. 6 

Mean  sea  level  at  San  Francisco,  Cal 6 

Detailed  statement  of  results 7 

Brigham,  Utah,  to  Beowawe,  Nev 7 

Beowawe  to  Marmol,  Nev 13 

San  Francisco,  Cal. ,  to  Marmol,  Nev 19 

Rate  of  progress 26 

Cost  of  leveling 26 

Organization  of  party 26 

Connections  with  other  leveling 27 

Agreement  of  elevations  at  Brigham,  Utah 27 

Circuit  closures 27 

Probable  and  systematic  errors 27 

Instrument*  used 28 

General  instructions  for  precise  leveling 29 

Study  of  errors 32 

Investigation  of  systematic  errors 33 

Relations  between  the  discrepancy  and  the  times  of  running 34 

Relation  between  errors  of  leveling  and  clear  and  cloudy  sky 37 

Relation  between  the  errors  of  leveling  and  the  forward  and  backward  runnings  of  a  line 42 

Conclusions 43 

Standard  elevations 45 

Elevations  of  permanent  bench  marks 45 

Elevations  of  top  of  rail  in  front  of  railroad  stations. 47 

Descriptions  of  bench  marks 48 

General  notes  describing  different  forms  and  markings  of  bench  marks 48 

Descriptions: 

Brigham,  Utah,  to  Beowawe,  Nev 48 

Beowawe  to  Marmol,  Nev 53 

Marmol,  Nev. ,  to  San  Francisco,  Cal 56 

ILLUSTRATIONS.                                       .  I 

No.  1.  Index  map  showing  general  location  of  the  leveling 61 

No.  2.  Location  of  bench  marks  between  San  Francisco  and  Clippergap,  Cal 62 

No.  3.  Location  of  bench  marks  between  Clippergap,  Cal.,  and  Doden,  Nev 63 

No.  4.  Location  of  bench  marks  between  Doden  and  Fenelon,  Nev 64 

No.  5.  Location  of  bench  marks  between  Fenelon,  Nev. ,  and  Brigham,  Utah 65 


PRECISE  LEVELING  FROM  BRIGHAM,  UTAH,  TO  SAN  FRANCISCO,  CAL. 


By  William  Bowie, 
Inspector  of  Geodetic  Work  and  Chief  of  the  Computing  Division,  United  States  Coast  and  Geodetic  Survey. 


GENERAL  STATEMENT. 

This  publication  gives  the  results  of  a  line  of  precise  levels  run  along  the  Southern  Pacific 
Railway  from  Brigham,  Utah,  to  San  Francisco,  Cal.,  during  the  seasons  of  1911  and  1912 
by  a  party  of  this  Survey  under  the  charge  of  Assistant  John  H.  Peters.  The  fine  is  891  miles 
(1434  kilometers)  in  length  and  fixes  the  elevations  of  315  bench  marks. 

Several  noteworthy  features  of  this  fine  are:  (1)  That  all  of  the  work  was  done  by  one 
observer.  So  far  as  the  writer  is  aware,  this  is  the  longest  continuous  line  of  levels  in  the 
United  States  ever  run  by  one  person.  (2)  For  the  first  time  a  motor-driven  velocipede  car 
was  used  by  a  precise-leveling  party  of  the  United  States  Coast  and  Geodetic  Survey.  (3)  The 
excellent  progress  made  by  Mr.  Peters  on  his  first  season's  leveling;  he  had  done  no  precise 
leveling  previous  to  1911.  This  is  especially  remarkable,  as  the  country  traversed  is  thinly 
populated  and  villages  at  which  the  party  could  live  were  far  apart. 

The  engineer  who  wishes  only  to  obtain  the  standard  elevations  of  the  bench  marks  and 
their  descriptions  may  find  the  desired  data  on  pages  45  to  60.  At  the  back  of  this  volume 
there  is  given  an  index  which  enables  one  to  find  easily  the  pages  on  which  are  the  elevations 
and  descriptions  of  marks  at  any  particular  place. 

Several  members  of  the  field  and  office  force  assisted  in  the  computation  of  the  fine  of 
levels  and  in  the  preparation  of  this  report.  Especial  credit  is  due  H.  G.  Avers,  who  had 
direct  charge  of  the  computations  and  prepared  the  descriptions  of  the  bench  marks  for 
publication,  and  J.  H.  Peters  who  assisted  in  the  study  of  errors. 

STANDARD    ELEVATIONS. 

There  have  been  four  general  adjustments  of  the  precise  levels  of  the  United  States,  each 
succeeding  one  having  been  made  necessary  by  important  additions  to  the  net.  The  last 
adjustment  showed  the  net  to  be  sufficiently  strong  to  serve  without  change  (except  for  dis- 
turbed local  areas)  for  giving  fixed  or  standard  elevations  to  the  public.  To  this  net,  as  fixed 
by  the  1912  adjustment  (the  results  of  which  are  shown  in  Special  Publication  No.  18,  of  the 
Coast  and  Geodetic  Survey),  will  be  adjusted  the  separate  lines  as  they  may  be  run  in  the 
future. 

The  fine  under  discussion,  from  Brigham,  Utah,  to  San  Francisco,  Cal.,  has  been  fitted 
in  or  adjusted  to  the  elevation  of  a  bench  mark  at  Brigham,  with  which  it  was  connected,  as 
given  by  the  last  general  adjustment,  and  the  elevations  of  certain  bench  marks  in  San  Fran- 
cisco which  had  been  determined  by  a  connection  with  tidal  bench  marks  at  the  Presidio  by 
the  city  engineering  department. 

The  elevations  given  on  pages  45  to  47  of  this  publication  are  considered  as  standard  or 
fixed. 

From  time  to  time  in  the  future,  general  adjustments  of  the  level  net  will  no  doubt  be 
made  in  order  to  obtain  the  theoretically  best  elevations  of  the  junction  points,  but  such 
adjustments  will  not  disturb  the  standard  elevations,  unless  they  are  found  to  be  greatly  in 
error  on  account  of  blunders  in  the  leveling  or  due  to  the  rising  or  settling  of  the  bench  marks 
from  earthquake  disturbances  or  the  operations  of  man.  Occasionally  the  elevations  of  bench 
marks  are  changed  by  mining  operations,  drainage,  and  other  local  agencies. 

5 


6  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

ORTHOMETRIC    CORRECTION.1 

The  orthometric  correction  was  applied  to  the  observed  differences  in  elevation  shown  on 
pages  8  to  25  before  they  were  adjusted  between  the  San  Francisco  and  Brigham  elevations. 
This  correction  eliminates  from  the  observed  results  the  effect  of  the  convergence  of  level 
surfaces  as  the  poles  of  the  earth  are  approached,  and  the  elevations  obtained  represent  the 
vertical  distances  of  the  points  above  mean  sea  level. 

On  the  line  San  Francisco  to  Brigham  the  total  orthometric  correction  is  —0.3122  meters. 

THEORETICALLY    BEST    ELEVATIONS. 

Every  new  line  added  to  the  precise  level  net  will  have  some  influence  on  the  elevation  of 
nearly  every  bench  mark  in  the  net,  though  in  most  cases  this  influence  will  probably  be  so 
small  as  to  be  negligible.  Therefore  for  surveying  and  engineering  purposes  it  is  desirable  that 
the  elevations  of  bench  marks  be  held  fixed  rather  than  be  continually  changed  by  very  small 
amounts  as  new  data  are  added  to  the  net.  But  it  is  sometimes  desirable  to  know  the  theoreti- 
cally best  orthometric  elevation  of  a  bench  mark.  This  can  be  obtained  for  a  bench  mark 
on  the  line  between  Brigham,  Utah,  and  San  Francisco,  Cal.,  by  applying  to  the  standard 
elevation  of  the  bench  mark  in  question  a  correction  which  bears  the  same  proportion  to  the 
difference  between  the  theoretically  best  orthometric  elevation  and  the  standard  elevation  of 
bench  mark  "R"  at  Brigham  as  the  distance  between  Brigham  and  the  bench  mark  bears  to 
the  whole  distance  between  Brigham  and  San  Francisco.  The  theoretically  best  orthometric 
elevation  of  bench  mark  "R"  at  Brigham  as  obtained  by  the  methods  described  on  pages  57 
and  58  of  Special  Publication  No.  18  is  1309.1510  meters. 

DYNAMIC   NUMBERS.1 

When  the  orthometric  correction  has  been  applied  to  the  observed  elevation  of  two  bench 
marks  which  are  in  the  same  level  surface,  the  surface  of  the  water  at  rest  in  an  elevated 
north-and-south  canal,  for  instance,  the  two  marks  will  have  different  elevations  above  sea 
level.  This  difference  is  so  slight  in  practically  all  cases  in  which  engineers  are  interested  that 
it  may  be  ignored.  There  are  occasions,  however,  when  it  is  desired  to  know  the  exact  dis- 
tance in  terms  of  some  unit  between  the  level  surfaces  in  which  two  bench  marks  are  situated. 
The  difference  between  the  two  orthometric  elevations  will  not  give  this  information.  In  such 
cases  the  dynamic  number  of  each  bench  mark  must  be  computed,  then  the  distance  between 
the  surfaces  may  be  obtained  in  terms  of  the  work  done  in  raising  a  unit  mass  through  a  unit 
distance.  If  the  stations  should  be  in  the  same  level  surface  then  the  difference  between  their 
dynamic  numbers  will  be  zero.  As  stated  above,  the  orthometric  elevations  of  two  points  in 
the  same  level  surface  will  differ  by  the  amount  by  which  the  surface  containing  them  converges 
toward  the  sea-level  surface  in  going  from  the  more  southern  point  to  the  other  one.  The 
convergence  is  a  function  only  of  the  difference  in  latitude  and  the  average  elevation  of  the 
points. 

MEAN   SEA  LEVEL  AT  SAN   FRANCISCO,  CAL. 

The  elevations  of  the  bench  marks  established  by  the  city  of  San  Francisco,  upon  which 
the  elevations  of  the  line  under  discussion  depend,  are  based  upon  a  preliminary  elevation  of 
8.970  feet  above  mean  sea  level  for  bench  mark  No.  15. 

Bench  mark  No.  15,  also  known  as  "Granite  B.  M.,"  is  the  reference  bench  mark  for  the 
tidal  station  at  the  Presidio.  It  is  the  top  of  the  rounded  head  of  a  copper  bolt  set  in  the  top 
of  a  granite  post,  12  inches  square  in  cross  section  and  36  inches  long,  imbedded  in  concrete 
on  the  east  side  of  the  road  leading  from  the  Presidio  wharf  to  the  Barracks  and  about  255 

1  The  orthometric  correction  and  also  dynamic  numbers  are  discussed  on  pp.  49  to  53  of  Special  Publication  No.  18  of  the  Coast  and  Geodetic 
Survey;  also  at  length  by  Charles  Lallemand  on  pp.  358  to  387  of  his  "  Nivellement  de  Haute  Precision"  in  the  Encyclopedic  des  Travaux  Publics; 
Paris  et  Liege,  1912. 


PRECISE    LEVELING,   BRIGHAM    TO   SAN   FRANCISCO.  7 

feet  from  the  shore  end  of  the  wharf.  The  top  of  the  stone  is  marked  "U.  S.  C.  S.,  1897,  B.  M." 
The  bench  mark  was  established  in  August,  1897,  and  subsequently  covered  by  the  edge  of  the 
macadamizing  of  the  road  to  the  Quartermaster's  warehouse. 

The  tide  staff  at  the  Presidio  was  established  in  1897.  Since  then  continuous  tidal  obser- 
vations have  been  in  progress. 

The  following  table  gives  the  value  of  mean  sea  level  above  the  zero  of  the  tide  staff  of 
1897,  for  each  calendar  year  since  its  establishment. 


Year. 

Height. 

Year. 

Height. 

Year. 

Height. 

Year. 

Height. 

Feet. 

Feet. 

Feet. 

Feet. 

1898 

8.30 

1902 

8.57 

1906 

8.58 

1910 

8.42 

1899 

8.44 

1903 

8.53 

1907 

8.66 

1911 

8.61 

1900 

8.50 

1904 

8.83 

1908 

8.43 

1912 

8.49 

1901 

8.46 

1905 

8.65 

1909 

8.53 

1913 

8.51 

Mean  sea  level  for  16  years  (1898  to  1913)  =8.519  feet  on  the  staff. 

The  above  readings  have  been  reduced  to  the  staff  of  1897  on  the  assumption  that  bench 
mark  No.  15  remained  unchanged  during  the  entire  period  of  observations.  The  elevation  of 
bench  mark  No.  15  above  the  zero  of  the  tide  staff  of  1897  was  accepted  as  17.493  feet,  which 
is  the  mean  of  8  sets  of  levels  taken  at  various  times  between  the  years  1897  and  1905. 

The  elevation  of  bench  mark  No.  15  above  mean  sea  level  from  the  tidal  observations 
1898  to  1913  is  therefore  17.493-8.519  =  8.974  feet.  The  difference  between  this  value  and 
the  one  (8.970)  used  in  the  computation  of  the  elevations  of  the  precise  leveling  bench  marks 
is  only  0.004  feet  (1.2  millimeters)  and  is  so  small  that  the  elevations  have  not  been  corrected 
to  accord  with  the  latest  value  of  mean  sea  level. 

DETAILED  STATEMENT  OF  RESULTS. 
BRIGHAM,    UTAH,    TO    BEOWAWE,    NEV. 

This  section  was  run  between  June  26,  and  November  8,  1911. 

Precise  level  No.  7  and  rods  CC  and  DD  were  used  for  the  entire  line.  The  lengths  of 
these  rods  at  0°C,  as  determined  by  the  instrument  division  of  this  Survey,  are  as  follows: 
June  8,  1911,  rod  CC,  3.0013  meters,  rod  DD,  3.0015  meters;  January  12,  1912,  rod  CC, 
3.0008  meters,  rod  DD,  3.0012  meters. 

These  measurements  show  a  slight  shortening  of  the  rods.  The  field  measurements  give 
no  indication  of  a  sudden  change  during  the  period  of  leveling.  In  the  computation  the  mean 
length  of  the  rods  at  0.0°  C.  for  the  season,  3.0012  meters,  or  an  excess  of  0.40  millimeter  per 
meter  was  used.  The  index  correction  of  rod  CC  was  —0.3  millimeter;  of  rod  DD,  —0.2 
millimeter. 

Three  bench  marks,  Q,  R,  and  T,  on  the  lino  of  levels  between  Ogden,  Utah,  and  Poca- 
tello,  Idaho,  were  recovered.  The  new  determination  of  the  differences  of  elevations  between 
these  three  bench  marks  showed  that  R  and  T  had  maintained  the  relative  position  in  which 
they  were  established,  while  Q  had  settled  about  26  millimeters. 

The  elevation  of  bench  mark  Q,  published  on  page  132  of  Special  Publication  No.  18, 
should  therefore  be  used  with  caution  for  engineering  and  survey  purposes. 

The  elevations  in  the  following  table  are  based  on  an  assumed  elevation  of  1308.9203 
meters  for  bench  mark  R  at  Brigham,  Utah. 


U.   S.   COAST  AND  GEODETIC   SUBVEY   SPECIAL  PUBLICATION    NO.   22. 
Results  of  leveling,  Brigham,  Utah,  to  Beowawe,  Nev. 


Date. 


1911. 

June  29 

July  1-June  29. 
July  1-June  28. 
June  28-28 

Do 

June  28-27 

June  27-27 

Do 

Do , 

Do 

June  28-27 

June  26-26 

Do 

Do 

July  1-1 

July  3-8 

July8-8 

July  3-3 

Do 

Do 

Do 

Do 

July  3-5 

July  5-5 

Do 

Do 

July  7-7 

Do 

Do 

July  6-7 

July  6-6 

Do 

Do 

Do 

July  1-1 

Do 

July  11-11 

Do 

Do 

July  12-12 

July  11-11 

July  11-12 

July  12-12 

Do 

Do 

July  12-13 

July  13-13 

Do 

Do 

Do 

July  13-14 

July  17-17 

July  14-14 

Do 

Do 

July  17-17 

July  14-17 

July  17-17 

July  17-18 

July  18-18 

Do 

Do 

Do 

July  18-24 

July  24-24 

Do 

Do 

Do 

Do 

July  25-25 

Do 

Do 

Do 

Do 

Do 

Do 

July  26-25 

July  26-26 

Do 

Do 

Do 

July  27-27 

July  27-28 

July  27-27 

Do 

Do 


From  B.  M.  to 
B.  M. 


Dis- 
tance 
in  kilo- 
me- 
ters. 


Q-10 

10-9 
9-8 
8-7 
7-6 
6-5 
5-4 
4-3 
3-2 
2-J, 
2-J8 


1-K» 
R-ll 


11-12 
11-12 
12-13 
13-14 
14-15 
15-16 
16-17 
17-18 
18-19 
19-20 
20-21 
21-Lj 
Lg-22- 
22-23 
23-24 
24-25 
25-26 
26-27 
27-T 


28-29 
29-M9 
M»-30 
30-31 
30-31 
31-32 
32-N, 
N(r-33 
33-34 
34-09 
Og-35 
35-36 
36-P9 
Ps-37 
37-38 
38-39 
38-39 
39-Q, 
Q»-40 
40-41 
40-41 
41-42 
42-R9 
Rs-43 
43-44 
44-Ss 
S»-45 
45-46 
46^7 
46-47 
47-T, 
T„-48 
48-U9 
U.-49 
U.-49 
49-V9 
Vk-50 
50-W9 
Wj-51 
51-52 
52-53 
53-54 
54-X9 

Xr-55 

55-56 
55-57 
56-57 
57-58 
68-59 
59-60 
60-61 


1.568 

1.375 
0.987 
0.964 
1.227 
0.983 
0.986 
0.977 
1.170 
1.128 
1.128 


Difference  of  elevation. 


Forward 
line. 


o.ias 

0.614 

7H^ 


1.075 


1.  ail 

1.311 
1.192 
1.271 
1.263 
1.102 
1.269 
0.986 
1.291 
1.210 
2.014 
0.254 
1.207 
1.420 
1.293 
1.273 
1.272 
1.151 
1.161 


1.095 
1.211 
1.134 
1.096 
1.041 
1.041 
0.789 
1.007 
1.116 
1.022 
1.244 
1.023 
1.320 
1.376 
1.197 
1.137 
1.467 
1.467 
1.559 
1.351 
1.356 
1.356 
1.161 
0.613 
1.115 
1.385 
1.325 
1.285 
1.582 
1.132 
1.132 
0.682 
0.824 
1.205 
1.648 
1.648 
0.993 
0.461 
0.857 
0.557 
1.097 
1.017 
1.057 
1.121 

1.090 

0.747 
1.028 
1.028 
0.985 
1.071 
1.059 
1.020 


m. 

-  3.7553 

-  3.7529 

-  4.1826 
+  2.3468 
+  3.0333 

-  1.5243 

-  1.6416 

-  1.4722 
+  4.1190 
+  8.57*9 
+  7.6399 
+  7.6374 


+  1'J.  1368 
+  20.3041 
-  4.2481 


-  7.7889 


-  9.2179 


-  5.3208 

-  0.4404 
+  0.4679 
+  0.5403 
+  0.8441 
+  1.5476 
+  3. 1569 
+  4.5292 
+  1.1856 
+  2.4001 
+  4.0557 
+  1.7453 
+  3.3513 
+  0.3498 
+  2.4588 
+  2.8321 
+  1.7431 


-10.9668 

-  2.7640 

-  0.0789 
+  0.9181 

-  0.5942 

-  0.5920 

-  0.3135 
+  1.4582 
+  1.3355 
+  0.3801 

-  0.3078 
+  1.4855 
+  1.5162 
+  0.1301 
+  0.8488 

-  0.5364 

-  2.2275 

-  2.2241 
+  2.6350 

-  5.3485 

-  0.3329 

-  0.3335 

-  0.0479 
+  1.2777 

-  1.8929 
+  0.3152 
+  2.5690 
+  2.3873 
+  3.3836 

-  1.2972 

-  1.2956 
+  0.3097 
+  0.9584 
+  4.8963 
+  9.9556 
+  9.9549 
+12.5909 
+  4.9811 
+  4.6148 

-  1.9222 
+13.2035 
+  14.8016 
+15.4260 
+16.5604 
+16.3466 
+16.3425 
+12.7663 
+  17.2740 
+  17.2797 
+  14.6043 
+15.0254 
+15.4858 

-  1.5021 


Back- 
ward 
line. 


m. 

+  3.7497 

+  3.7515 

+  4.1866 

-  2.3491 

-  3.0329 
+  1.5274 
+  1.6427 
+  1.4722 

-  4.1166 

-  8.5728 

-  7.6337 

-  7.6344 


Mean. 


}" 


3.7524 

4. 1846 

+  2.3480 

+  3.0331 

-  1.5258 

-  1.6422 

-  1.4722 
+  4.1178 
+  8.5738 

+  7.6363 


19.  U-0 
20. 3939 

2485 


+  4 

+  7.7882 


+  9.2223 
+  9.2216 
+  5.3239 
+  0.  4382 

-  0.  4681 

-  0. 5414 

-  0.8466 

-  1.5482 

-  3. 1564 

-  4  5298 

-  1.1825 

-  2.3993 

-  4.0542 

-  1.7454 

-  3.3538 

-  0.3495 

-  2.4619 

-  2.8281 

-  1.7435 


1  ■  ■  . 
+  2.7646 
+  0.0793 

-  0.9174 
+  0.5899 
+  0.5957 
+  0.3155 

-  1.4591 

-  1.3335 

-  0.3827 
+  0  3109 

-  1.4848 

-  1.5181 

-  0.1284 

-  0.8514 
+  0.5363 
+  2.2220 
+  2.2263 

-  2.6371 
+  5.3466 
+  0.3272 
+  0.3315 
+  0.0454 

-  1.2780 
+  1.8957 

-  0.3139 

-  2.5734 

-  2.3845 

-  3.3854 
+  1.2901 
+  1.2968 

-  0.8088 

-  0.9582 

-  4.8924 

-  9.9484 

-  9.9590 
-12.5922 

-  4.9821 

-  4.6155 
+  1.9213 
-13.2025 
-14.8007 
-15.4274 
-16.5593 
-16.3393 
-16.3451 
-12.  7646 
-17.2780 
-17.2803 
-14.6047 
-15.0264 
-15.4857 
+  1.5012 


+  19.1369 
+20.3940 


Discrepancy. 


Par- 
tial. 


+3.5 

-4.0 
+2.3 
-0.4 
-3.1 
-1.1 
0.0 
-2.4 
-2.1 

-4.6 


+0.2 
-0.2 


-  4.2484 

-  7.7886 


-  9.2200 

-  5.3224 

-  0.4393 
+  0. 4680 
+  0.5408 
+  0.8454 
+  1.5479 
+  3.1566 
+  4.5295 
+  1.1840 
+  2.3997 
+  4.0550 
+  1.7454 
+  3.3526 
+  0.3496 
+  2.4604 
+  2.8301 
+  1. 7433 


-10.9675 

-  2.7643 

-  0.0791 
+  0.9178 

-  0.5930 

-  0.3145 
+  1.4586 
+  1.3345 
+  0.3814 

-  0.3094 
+  1.4852 
+  1.5172 
+  0.1292 
+  0.8501 

-  0.5364 

-  2.2250 

+  2.6360 

-  5.3476 

-  0.3313 

-  0.0466 
+  1.2778 

-  1.8943 
+  0.3146 
+  2.5712 
+  2.3859 
+  3.3845 

-  1.2950 

+  0.3098 
+  0.9583 
+  4.8944 

+  9.9544 

+12.5918 
+  4.9816 
+  4.6152 

-  1.9218 
+13.2030 
+14.8012 
+15.4267 
+  16.5598 

+16.3434 

+12.  7654 

+17.2780 

+14.6045 
+15.0259 
+15.4858 

-  1.5016 


^TT 


Total 
accu- 
mu- 
lated. 


+12.0 

+  15.5 
+  11.5 
+  13.8 
+13.4 
+10.3 
+  9.2 
+  9.2 
+  6.8 

+  4.7 


I    4.9 
+  4.7 


+  0TT 


+0.7     +0.7 


-4.1 

-3.1 

+2.2 
+0.2 
+1.1 
+  2.5 
+0.6 
-0.5 
+0.6 
-3.1 
-0.8 
-1.5 
+0.1 
+2.5 
-0.3 
+3.1 
-4.0 
+0.4 


-0.6 
-0.4 
-0.7 

+0.3 

-2.0 

+0.9 
-2.0 
+2.6 
-3.1 
-0.7 
+1.9 
-1.7 
+2.6 
+0.1 

+  1.6 

+2.1 
+1.9 

+3.8 

+2.5 
+0.3 
-2.8 
-1.3 
+4.4 
-2.8 
+1.8 

+2.8 

+0.1 
-0.2 
-3.9 

-1.5 

+1.3 

+  1.0 
+0.7 
+0.9 
-1.0 
-0.9 
+  1.4 
-1.1 

-2.4 

-1.7 

+2.4 

+0.4 
+1.0 
-0.1 
+0.9 


-3.4 

-6.5 

-  4.3 

-  4.1 

-  3.0 
-0.5 
+  0.1 

-  0.4 
+  0.2 

-  2.9 

-  3.7 
-5.2 

-  5.1 

-  2.6 

-  2.9 
+  0.2 
-3.8 

-3.4 


-0.9 
-1.5 

-  1.9 
-2.6 

-  2.3 

-4.3 
-3.4 

-  5.4 
-2.8 
-5.9 

-  6.6 

-  4.7 
-6.4 
-3.8 
-3.7 

-  2.1 


Designation 
ofB.M. 


0.0 

+  1.9 

+  5.7 

+  8.2 

+  8.5 

+  5.7 

+  4.4 

+  8.8 

+  6.0 

+  7.8 

+  10.6 

+  10.7 

+10.5 

+  6.6 

+5.1 

+  6.4 

+  7.4 

+  8.1 

+  9.0 

+  8.0 

+  7.1 

+  8.5 

+  7.4 

+  5.0 

+  3.3 

+  5.7 

+  6.1 

+  7.1 

+  7.0 

+  7.9 

1 


Distance 

from 
B.  M.  R. 


29 

M» 
30 

31 

32 
N„ 
33 
34 
09 
35 
36 
P. 
37 
38 

39 

Q> 
40 


T9 

48 
U, 

49 

V, 

50 
W> 
51 
52 
53 
54 
X9 

55 

56 

57 

58 
59 
60 
61 


km. 
12. 115 
10.547 

9.172 
8.185 
7.221 
5.994 
5.011 
4.025 
3.048 
1.878 


1.075 


Observed 

elevation 

above 

mean 

sea  level. 


2.386 

3.578 
4.849 
6.112 
7.214 
8.483 
9. 469 
10.760 
11.970 
13.984 
14.238 
15. 445 
16.865 
18. 158 
19.431 
20.703 
21.854 
23.015 


"2-T7IT 

3.381 
4.515 
5.611 

6.652 

7.441 
8.448 
9.564 
10.586 
11.830 
12.853 
14.173 
15. 549 
16.  746 
17.883 

19.350 

20.909 
22.260 

23.616 

24.  777 
25.390 
26. 505 
27.890 
29.215 
30.500 
32. 082 

33.214 

33.896 
34.720 
35.925 

37.573 

38.566 
39.027 
39.884 
40.441 
41.538 
42. 555 
43. 612 
44.733 

45.823 

46.570 

47.598 

48.583 
49.654 
50.713 
51.733 


m. 

1300.0369 
1296.2845 

1292.0999 
1294. 4479 
1297.  4810 
1295. 9552 
1294.3130 
1292.  8408 
1380.  9586 
1305. 5324 


1301. 1317 


1291.9117 

1286. 5893 
1286. 1500 
1286  6180 
1287. 1588 
1288. 0042 
1289. 5521 
1292.  70S7 

1297.  2382 

1298.  4222 
1300.  8219 
1304.  8769 
1306.  6223 
1309. 9749 
1310. 3245 
1312.  784S 
1315. 615C 
1317.3583 


iiWo.  ie42 

1287.  3999 
1287. 3208 

1288.  2386 

1287.6456 

1287.3311 

1288.  7897 
1290. 1242 
1290.  5056 
1290.  1962 
1291.6814 
1293. 1986 
1293. 3278 
1294. 1779 
1293.  6415 

1291.4165 

1294.0525 
1288.  7049 

1288.3736 

1288.3270 
1288.  COM 

1287.  7105 

1288.  0251 

U80.  sen 

1292. 9822 
12%.  3667 

1295.0717 

1295.3815 

1296. 3398 
1301.  2342 

1311.1886 

1323.  7802 
1328. 7618 
1333. 3770 
1331.  4552 
1344. 6582 
1359.  4594 
1374.8861 
1391. 4459 

1407. 7893 

1420.5547 

1437.8327 

1452. 4372 
1467. 4631 
1482.9489 
1481.4473 


PRECISE    LEVELING,   BKIGHAM    TO   SAN   FRANCISCO. 
Results  of  leveling,  Brigham,  Utah,  to  Beowawe,  Nev. — Continued. 


9 


Date. 


1911 

Inly  27-27 

July  28-27 

July  27-28 

July  28-Aug.  4. 

Do 

Do 

Do 

July  28-29 

Do 

Do 

Do 

Do 

Do 

July  29-29 

Do 

July31-31 

Aug.  2-2 

July  31-31 

Do 

Aug.  2-2 

July  31-31 

Aug.  2-2 

July  31-31 

Do 

July  31-Aug.  2. 

Aug.  2-2 

Aug.  3-3 

Aug.  2-2 

Do 

Aug.  2-3 

Aug.  3-3 

Do 

Do 

Aug.  7-7 

Do 

Do 

Do 

Aug.  9-9 

Do 

Do 

Do 

Do 

Aug.  10-10 

Do 

Do 

Do 

Aug.  10-11 

Do 

Aug.  11-11 

Do 

Do 

Do 

Aug.  11-12 

Do 

Aug.  12-12 

Do 

Vug.  19-19 

Do 

Do 

Do 

Do 

Do 

Do 

Aug.  19-22 

Do 

Aug.  14-14 

Do 

Do 

Do 

Do 

Do 

Aug.  14-15 

Do 

Aug.  15-15 

Do 

Do 

Do 

Aug.  15-16 

Aug.  16-16 

Do 

Do 

Do 

Do 

Aug.  17-16 

Aug.  16-17 

Aug.  17-17 

Do 

Aug.  18-18 

Aug.  17-17 

Do 


From  B.  M. 
B.  M. 


to 


61-62 

62-63 

63-Y, 

Yr-64 

64-65 

65-66 

66-Z, 

Z,r67 

67-68 

68-69 

69-70 

70-A,o 

A  iir71 

71-72 

72-B,o 

B 10-73 

B,o-73 

73-74 

74-75 

74-75 

75-Cio 

75-Cio 

Co-76 

76-77 

77-78. 

78-79 

78-79 

79-80 

80-Dio 

D  ,0-81 

81-82 

82-83 

83-E,0 

E.o-84 

84-85 

85-86 

86-87 

87-F,o 

Fio-88 

88-89 

89-90 

90-91 

91-Gio 

G,o-92 

92-93 

93-94 

94-95 

95-96 

96-Hio 

Hio-97 

97-98 


99-100 
100-101 
lOl-I.o 
101-I,o 
I,o-102 
102-103 
103-104 
104-105 
105-106 
106-Jio 
J, 0-107 
107-108 
108-K.o 
K,o-109 
K,o-109 
109-110 
110-111 
111-112 
112-113 
113-114 
114-115 
115-L,o 
L.o-116 
116-117 
117-118 
118-119 
119-Mi„ 
119-M,0 
M,o-120 
120-121 
121-122 
121-122 
122-Nio 
N,o-123 
123-124 
123-124 
124-125 
125-126 


Dis- 
tance 
in  kilo- 
me- 
ters. 


1.027 
0.947 
0.782 
1.025 
1.171 
1.174 
0.524 
0.974 
1.026 
1.154 
1.035 
0.427 
1.071 
1.102 
1.729 
1.288 
1.288 
1.173 
1.156 
1.156 
0.788 
0.788 
1.125 
1.137 
1.322 
1.201 
1.201 
0.990 
0.712 
1.476 
1.045 
0.980 
1.328 
1.514 
1.09G 
1.247 
1.281 
1.044 
1.230 
1.089 
1.096 
1.148 
0.922 
0.567 
1.183 
1.165 
1.039 
1.165 
1.006 
1.140 
0.937 
1.186 
1.190 
1.001 
1.083 
1.083 
0.975 
1.097 
1.199 
1.090 
1.359 
1.090 
1.129 
0.926 
1.551 
1.079 
1.079 
1.026 
1.225 
1.101 
1.065 
1.066 
1.077 
1.450 
1.024 
1.043 
1.027 
1.037 
0.627 
0.627 
1.028 
1.152 
1.061 
1.061 
1.663 
1.151 
1.080 
1.080 
1.037 
1.025 


Difference  of  elevation. 


Forward 
line. 


m. 
+  6.5173 
+  5.5724 
+  0.5000 

-  2.3035 

-  2.9050 

-  4.0912 

-  0. 1363 

-  4.6886 
-13.7523 
-13.6138 
-10.1499 

-  1.4078 

-  8.3503 
-13.3475 
-19.4542 

-  4.3392 

-  4.3418 
+  7.4020 
+  1.9302 
+  1.9320 

-  6.0788 

-  6.0804 

-  6.5148 
-14.2508 
-15.2620 
-15.2976 
-15.3035 
-12.1599 

-  9.8945 
-17.1452 
-13.2580 

-  9. 7977 

-  1.1365 
+  0.0424 

-  0.0501 

-  0.0383 

-  0.0356 
+  3.0519 

-  1.4176 
+  0.0670 
+  0.2706 
+  1.4713 
+  0.6391 
+  0.3741 

-  0.2180 
4-  1.6830 
+  1.9174 
+  3.1361 

-  2.6467 

-  3.0171 

-  1.3460 

-  1.6523 
+  0.5055 
+  0.5163 

-  0.40SO 

-  0.4112 
+  0.3731 

-  0.2443 

-  0.4785 

-  1.0812 

-  0.3526 
+  0.7974 

-  0.6697 
+  0.9834 
+  0.3567 
+  0.  4631 
+  0.4594 
+  0.54S1 

-  1.5512 
+  0.4926 
+  0.5146 
+  6.3794 
+13.3915 
+19.2418 
+11.5834 
+11.9673 
+11.9756 
+12.8233 
+  9.5497 
+  9.5513 
+  11.1290 
+14.5343 
+13.3493 
+13.3542 
+13.4530 
-13.4437 
+  0.6167 
+  0.6156 

-  7.7885 

-  4.6399 


Back- 
ward 
line. 


771. 

-  6.5188 

-  5.5725 

-  O.5O03 
+  2.3047 
+  2.9036 
+  4.0874 
+  0. 1360 
+  4.6875 
+13. 7490 
+13.6138 
+  10.1525 
+  1.4075 
+  8.3508 
+13.3493 
+19.4525 
+  4.3480 
+  4.3434 

-  7.4053 

-  1.9360 

-  1.9335 
+  6.0829 
+  6.0817 
+  6.5127 
+14.2512 
+15.2625 
+  15.3040 
+15.3018 
+  12.1624 
+  9.8965 
+  17.1494 
+13.  2599 
+  9.7979 
+  1.1335 

-  0.0398 
+  0.0520 
+  0.0364 
+  0.0356 

-  3.0504 
+  1.4187 

-  0.0698 

-  0.2717 

-  1.4692 

-  0.6371 

-  0.3755 
+  0.2187 

-  1.6840 

-  1.9187 

-  3.1342 
+  2.6489 
+  3.0180 
+  1.3459 
+  1.6523 

-  0.5072 

-  0.5161 


0.  4126 
f  0.4111 

-  0.3716 
+  0.2435 
+  0.4784 
+  1.0775 
+  0.3550 

-  0.7936 
+  0.6720 

-  0.9825 

-  0.3582 

-  0.4591 


-  0.54S0 
+  1.5535 

-  0.4936 

-  0.5128 

-  6.3820 
-13.3940 
-19.2464 
-11.5840 
-11.9658 
-11.9764 
-12.8218 

-  9.5539 

-  9.5531 
-11.1310 
-14.5341 
-13.3559 
-13.3520 
-13.4572 
+  13.4463 

-  0.6160 


+  7.7849 
+  4.6419 


Mean. 


+  6.5180 
+  5.5724 
+  0.5002 

-  2.3041 

-  2.9043 

-  4.0893 

-  0. 1362 

-  4.6880 
-13.  7506 
-13.6138 
-10. 1512 

-  1.4076 

-  8.3506 
-13.3484 
-19.4534 

-  4.3431 

+  7.4036 
+  1.9330 

-  6.0810 

-  6.5138 
-14.2510 
-15.2622 

-15.3018 

-12.1612 

-  9.8955 
-17.1473 
-13.2590 

-  9.7978 

-  1.1350 
+  0.0411 

-  0.0510 

-  0.0374 

-  0.0356 
+  3.0512 

-  1.4182 
+  0.0684 
+  0.2712 
+  1.4702 
+  0.6381 
+  0.3748 

-  0.2184 
+  1.6835 
+  1.9180 
+  3.1352 

-  2.6478 

-  3.0176 

-  1.3460 

-  1.6523 
+  0.5064 
+  0.5162 

-  0.4107 
+  0.3724 

-  0.2439 

-  0.4784 

-  1.0794 

-  0.3538 
+  0.7955 

-  0.6708 
+  0.9830 
+  0.3574 

+  0.4602 

+  0.5480 

-  1.5524 
+  0.4931 
+  0.5137 
+  6.3807 
+  13.3928 
+  19.2441 
+  11.5837 
+  11.9666 
+11.9760 
+12.8226 

+  9.5520 

+  11.1300 
+14.5342 

+13.3529 

+13.4551 
-13.4450 

+  0.6161 

-  7.7867 

-  4.6409 


Discrepancy. 


Par- 
tial. 


mm 
+  1.5 
+0.1 
+0.3 
-1.2 
+1.4 
+3.8 
+0.3 
+1.1 
+3.3 
0.0 
-2.6 
+0.3 
-0.5 
-1.8 
+  1.7 

-5.2 

+3.3 

+3.7 

-2.7 
+  2.1 
-0.4 
-0.5 

-2.3 

-2.5 
-2.0 
-4.2 
-1.9 
-0.2 
+3.0 
-2.6 
-1.9 
+1.9 

0.0 
-1.5 
-1.1 
+2.8 
+  1.1 
-2.1 
-2.0 
+  1.4 
-0.7 
+1.0 
+  1.3 
-1.9 
-2.2 
-0.9 
+0.1 

0.0 
+  1.7 
-0.2 

-2.2 

-1.5 
+0.8 
+0.1 
+3.7 
-2.4 
-3.8 
-2.3 
-0.9 
+1.5 

-2.1 

-0.1 
-2.3 
+1.0 
-1.8 
+2.6 
+2.5 
+4.6 
+0.6 
-1.5 
+0.8 
-1.6 
+3.0 

+2.0 
-0.2 

+2.2 

+4.2 
-2.6 

-0.2 

+3.6 
-2.0 


Total 
accu- 
mu- 
lated. 


mm. 
+  9.4 
+  9.5 
+  9.8 
+  8.6 
+  10.0 
+13.8 
+14.1 
+15.2 
+  18.5 
+  18.5 
+  15.9 
+  16.2 
+  15.7 
+  13.9 
+  15.6 

+10.4 

+13.7 

+17.4 

+14.7 

+  16.8 
+  16.4 
+  15.9 

+13.6 

+11.1 
+  9.1 
+  4.9 
+  3.0 
+  2.8 
+  5.8 
+  3.2 
+  1.3 
+  3.2 
+  3.2 
+  1.7 
+  0.6 
+  3.4 
+  4.5 
+  2.4 
+  0.4 
+  1.8 
+  1.1 
+  2.1 
+  3.4 
+  1.5 

-  0.7 

-  1.6 

-  1.5 

-  1.5 
+  0.2 

0.0 

-  2.2 

-3.7 
-2.9 

-  2.8 
+  0.9 

-  1.5 
-5.3 

-  7.6 

-  8.5 

-  7.0 

-  9.1 

-9.2 
-11.5 
-10.5 
-12.3 
-9.7 

-  7.2 
-2.6 

-  2.0 

-  3.5 
-2.7 

-  4.2 

-  1.2 

+  0.8 
+  0.6 

+  2.8 

+  7.0 
+  4.4 

+  4.2 


Designation 
ofB.  M. 


62 
63 

Y, 
64 
65 
66 
Z, 
67 
68 
69 
70 

A  io 
71 
72 

B,o 

73 

74 
75 

Cio 

76 

77 
78 


80 

D,o 
81 
82 
83 

E,o 
84 
85 
86 
87 

F,o 
88 
89 
90 
91 

G,o 
92 
93 
94 
95 
96 

H,o 
97 
98 
99 

100 

101 


102 
103 
104 
105 
106 
J  io 
107 
108 
Kio 
109 

110 
111 
112 
113 
114 
115 
Lio 
116 
117 
118 
119 


120 
121 

122 

N,o 
123 


125 
126 


Distance 

from 
B.M.  R. 


fem 

52. 760 
53.  707 
54.489 
55. 514 
56.685 
57. 859 
58. 383 
59.357 
60.383 
61. 537 
62. 572 
62.999 
64. 070 
65. 172 
66.901 

68.189 

69. 362 

70.518 


72. 431 
73.568 
74.890 

76.091 

77.081 
77.793 
79. 209 
80. 314 
81.294 
82.622 
84.136 
85.232 
86.479 
87. 760 
88.804 
90.034 
91.123 
92. 219 
93.367 
94. 289 
94.856 
96. 039 
97. 204 
98. 243 
99.408 
100.  414* 
101.554 
102. 491 
103. 677 

104. 867 

105. 868 

106.951 

107.926 
109.023 
110.222 
111.312 
112. 671 
113. 761 
114.890 
115.816 
117.367 

118.446 

119.472 
120.697 
121.798 
122.863 
123.929 
125.006 
126. 456 
127.480 
128.523 
129.550 
130.587 

131.214 

132. 242 
133.394 

134.455 
136. 118 
137.269 

138.349 

139.386 
140.411 


Observed 

elevation 

above 

mean 

sea  level. 


m. 
1487.9653 
1493. 5377 
1494.0379 
1491.  7338 
1488.  8295 
1484.  7402 
1484.  6040 
1479. 9160 
1466. 1654 
1452.  5516 
1442. 4004 
1440.  9928 
1432.  6422 
1419.  2938 
1399. 8404 

1395. 4973 

1402.9009 

1404. 8339 


1392.  2391 
1377.9881 
1362. 7259 
1347.4241 

1335. 2629 
1325. 3674 
1308.  2201 
1294.9611 
1285. 1633 
1284.  0283 

1284.  0694 
1284. 0184 
1283. 9810 
1283.9454 
1286.  9966 

1285.  5784 

1285.  6468 
1285.9180 
1287.3882 
1288.0263 

1288.  4011 
1288. 1827 
1289. 8662 
1291.7842 
1294.9194 
1292.  2716 

1289.  2540 
1287. 9080 
1286. 2557 

1286.  7621 
1287. 2783 

1286. 8676 

12S7.2400 
1286. 9961 
1286. 5177 
1285.4383 
1285.0845 
1285.  8800 
1285. 2092 
1286.1922 
1286. 5496 

1287. 0098 

1287. 5578 
1286.0054 
128G.  4985 
1287.0122 
1293. 3929 
1306.  7857 
1326.0298 
1337.6135 
1349. 5801 
1361.5561 
1374. 3787 

1383.9307 

1395.0607 
1409.5949 

1422.9478 

1436.4029 
1422.9579 

1423.5740 

1415. 7873 
1411.1464 


10 


U.   S.   COAST  AND  GEODETIC  SURVEY  SPECIAL  PUBLICATION    NO.   22. 
Results  of  leveling,  Brigham,  Utah,  to  Beowawe,  Nev. — Continued. 


Date. 


From  B.  M.  to 
B.  M. 


Dis- 
tance 
in  kilo- 
me- 
ters. 


Difference  of  elevation. 


Forward 
line. 


Back- 
ward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designation 
ofB.  M. 


Distance 

from 
B.  M.  K. 


Observed 

elevation 

above 

mean 

sea  level. 


1911. 

Aug.  18-18 

Aug.  21-21 

Aug.  18-18 

Do 

Do 

Do 

Aug.  21-21 

Aug.  25-25 

Aug.  21-21 

Do 

Do 

Aug.  26-21 

Aug.  26-26 

Do 

Do 

Do 

Do 

Do 

Aug.  26-27 

Aug.  27-27 

Do 

Do 

Do 

Do 

Do 

Aug.  28-28 

Do 

Do 

Do 

Aug.  29-30 

Aug.  28-28 

Do 

Do 

Do 

Aug.  29-29 

Do 

Do 

Aug.  29-28 

Aug.  29-29 

Do 

Do 

Aug.  30-30 

Do 

Do 

Do 

Do 

Aug.  31-31 

Do 

Do 

Do 

Do 

Do 

Aug.  31,  Sept.  1 
Sept.  1-1 

Do 

Do 

Sept.  1-2 

Sept.  2-2 

Do 

Do 

Sept. 13-13 

Do 

Sept.  12-12 

Sept.  13-13 

Sept.  12-12 

Do 

Sept. 11-11 

Do 

Do 

Do 

Do 

Sept. 8-8 

Sept.  13-13 

Sept.  8-6 

Do 

Sept.  8-8 

Do 

Sept.  8-6 

Do 

Sept.  7-7 

Do 

Sept. 6-7 

Sept.  7-8 

Sept.  6-7 

Sept.  7-7 

Do 

Sept.  6-7 


126-127 
126-127 
127-128 
128-129 
129-130 
130-Oio 
0,0-131 
0„rl31 
131-132 
132-133 
133-134 
134-135 
135-136 
136-137 
137-Pio 
Pio-138 
138-139 
139-140 
140-141 
141-142 
142-143 
143-144 
144-145 
145-146 
146-Q,„ 
Qlo-147 
147-148 
148-R,o 
Rlo-149 
Klo-149 
149-150 
150-151 
151-152 
152-153 
153-Sio 
Sio-154 
154-155 
155-156 
156-157 
157-158 
158-159 
159-160 
160-T,o 
T10-161 
161-162 
162-163 
163-164 
164-165 
165-U,o 
U,o-166 
166-167 
167-168 
168-169 
169-170 
170-171 
171-V10 
V,o-172 
172-173 
173-174 
174-175 
175-176 


176-Wio 
i7o-X,o 
176-X.o 
Xio-Y,o 
Y,o-177 
177-178 
178-Zio 
Znr-179 
179-An 
A„-180 
180-181 
180-181 
181-182 
182-183 
183-I3 
13-184 
184-185 
185-186 
186-J3 
Jn-187 
187-188 
187-188 

1SS    IS!) 

189-Ks 
Kj-190 
190-tfll 


1.077 
1.077 
1.031 
1.021 
1.013 
0.916 
1.007 
1.007 
1.114 
1.019 
1.038 
1.017 
1.128 
1.024 
1.167 
1.183 
1.022 
1.120 
1.077 
1.184 
1.139 
1.173 
1.260 
1.061 
1.118 
1.122 
1.389 
1.382 
1.415 
1.415 
1.147 
1.320 
1.015 
1.447 
1.149 
1.209 
1.129 
1.165 
1.198 
1.146 
1.145 
1.078 
1.495 
1.132 
1.114 
1.027 
1.321 
1.033 
0.989 
1.040 
1.136 
1.332 
1.188 
1.138 
1.239 
1.074 
1.141 
1.282 
1.144 
1.261 
(U>61 
0.924 


771. 

+  1.6473 
+  1.6503 

-  1.7188 

-  1.8733 
+  0.1014 

-  5.4012 

-  5.9264 

-  5.9284 
+  0.1530 

-  1.6055 
+  0.2171 
+  5.7854 

-  1.1661 
+  0.6430 

-  1.8507 
+  11.3422 
+  12.3863 
+14. 0272 

-  0. 4365 

-  7.0827 
+  1.9171 

-  7.3953 
+  8.5200 
+  4.3095 

-  8.6213 
-15.6756 
-14.  7280 
-11.2233 
-10.  2636 
-10. 2612 

-  2.4311 

-  4.4414 

-  7.3303 

-  5.4230 

-  0.5656 

-  1.0233 

-  6.5939 

-  8.9735 

-  6.8566 

-  6.6473 

-  3.  2814 

-  1.6055 
+  3.4016 

-  0.1042 
+  2.1939 
+  3.9711 
+  4.9048 
+  2.2998 
+  0.9918 
+  4.7387 
+  2.2993 

-  4.0720 

-  1.6220 
+  2.6970 
+  1.9552 
+  4.2243 
+10.9882 
+  8.65S5 
+  3.4905 

-  1.5667 

-  5. 5739 


TO. 

-  1.6515 

-  1.6531 
+  1.7176 
+  1.8750 

-  0.1014 
+  5.4006 
+  5.9336 
+  5.9288 

-  0. 1532 
+  1.6050 

-  0.2153 

-  5.  7865 
+  1.1666 

-  0.6410 
+  1.8509 
-11.3444 
-12.3862 
-14.0249 
+  0.4350 
+  7.0819 

-  1.9169 
+  7.3927 

-  8.5228 

-  4.3086 
+  8.6205 
+  15.6775 
+  14.7282 
+11.2262 
+  10.2685 
+10.2615 
+  2.4296 
+  4.4439 
+  7.3288 
+  5.4206 
+  0.5685 
+  1.0270 
+  6.5939 
+  8.9716 
+  6.8554 
+  6.6495 
+  3.2789 
+  1.6070 

-  3.4064 
+  0.1034 

-  2.1963 

-  3.9709 

-  4.9050 

-  2.3006 

-  0.9915 

-  4.7359 

-  2.3026 
+  4.0759 
+  1.6252 

-  2.6995 

-  1.9556 

-  4.2235 
-10.9876 

-  8.6612 

-  3.4914 
+  1.5640 
+  5.5722 


+  1.6506 

-  1.7182 

-  1.8742 
+  0.1014 

-  5.4009 

-  5.9293 

+  0.1531 

-  1.6052 
+  0.2162 
+  5.7860 

-  1.1664 
+  0.6420 

-  1.8508 
+11.3433 
+  12.3862 
+  14.0260 

-  0.4358 

-  7.0823 
+  1.9170 

-  7.3940 
+  8.5214 
+  4.3090 

-  8.6209 
-15.6766 
-14. 7281 
-11.2248 

-10.2637 

-  2.4304 

-  4.4426 

-  7.3296 

-  5.4218 

-  0.5670 

-  1.0252 

-  6.5939 

-  8.9726 

-  6.8560 

-  6.6484 

-  3.2802 

-  1.6062 
+  3.4040 

-  0.1038 
+  2.1951 
+  3.9710 
+  4.9049 
+  2.3002 
+  0.9916 
+  4.7373 
+  2.3010 

-  4.0740 

-  1.6236 
+  2.6982 
+  1.9554 
+  4.2239 
+10.9879 
+  8.6604 
+  3.4910 

-  1.5654 

-  5.5730 


+3.5 
+1.2 
-1.7 
0.0 
+0.6 

-3.8 

+0.2 
+0.5 
-1.8 
+1.1 
-0.5 
-2.0 
-0.2 
+  2.2 
-0.1 
-2.3 
+  1.5 
+0.8 
-0.2 
+2.6 
+2.8 
-0.9 
+0.8 
-1.9 
-0.2 
-2.9 

-2.6 

+1.5 
-2.5 
+  1.5 
+2.4 
-2.9 
-3.7 
0.0 
+  1.9 
+1.2 
-2.2 
+2.5 
-1.5 
+4.8 
+0.8 
+2.4 
-0.2 
+0.2 
+0.8 
-0.3 
-2.8 
+3.3 
-3.9 
-3.2 
+2.5 
+0.4 
-0.8 
-0.6 
+1.7 
+0.9 
+2.7 
+  1.7 


mm. 
+  9.3 
+  10.5 


0.4 

5.6 

5.8 
6.3 
4.5 
5.6 
5.1 
3.1 
2.9 
5.1 
+  5.0 
+  2.7 
+  4.2 
+  5.0 
+  4.8 
+  7.4 
+10.2 
+  9.3 
+10.1 
+  8.2 
+  8.0 
+  5.1 

+  2.5 

+  4.0 

+  1.5 

+  3.0 

+  5.4 

+  2.5 

-  1.2 

-  1.2 
+  0.7 
+  1.9 

0.3 
+  2.2 
+  0.7 
+  5.5 
+  6.3 
+  8.7 
+  8.5 
+  8.7 
+  9.5 
+  9.2 
+  6.4 
+  9.7 
+  5.8 
+  2.6 
+  5.1 
+  5.5 
+  4.7 
+  4.1 
+  5.8 
+  6.7 
+  9.4 
+11.1 


3.3049 


1TT1T 
1.111 
0.800 
1.239 
1.133 
1.197 
1.649 
1.133 
0.752 
0.747 
0.747 
1.189 
1.091 
0.714 
0.514 
1.092 
1.215 
1.045 
0.952 
1.107 
1.107 
0.847 
0.712 
1.049 
1.154 


+  3.9260 

+  3.  9277 

+  8.1908 

+  6.8279 

+  1.7516 

+  0.4621 

+  9.2927 

+  8.9098 

+  4.6038 

+  8.1766 

+  8. 1762 

+  14.9945 
+14.5334 

+  9.9736 

+  4.5540 

+  2.8152 

+  0. 1954 

+  1.9219 

-  2.3162 
+  0.4453 
+  0.4503 
+  1.5376 

-  0. 1124 
+  1.6573 
+  0.6836 


+  3.3042  I 

-  :i.iVii7 

-  3.9302 

-  8.1901 

-  6.8264 

-  1.7539 

-  0.4641 

-  9.2898 

-  8.9093 

-  4.6027 

-  8. 1721 

-  8.1774 
-14.9907 
-14.5336 

-  9.9705 

-  4.5552 

-  2.8164 

-  0.1974 

-  1.9249 
+  2.3132 

-  0.4525 

-  0.4516 

-  1.5384 
+  0.1124 

-  1.6552 

-  0.6840 


3.3046  I     +0.7 


+11.8  I 


+  3.9289 

+  8.1904 

+  6.8272 

+  1.7528 

+  0.4631 

+  9.2912 

+  8.9096 

+  4.6032 

+  8.1756 
+  14.9926 
+  14.5335 
+  9.9720 
+  4.5546 
+  2.8158 
+  0. 1964 
+  1.9234 

-  2.3147 

+  0.4499 

+  1.5380 

-  0.1124 
+  1.6562 
+  0.6838 


+4.2 

+15.3 

-0.7 

+  14.6 

-1.5 

+  13.1 

+2.3 

+15.4 

+2.0 

+17.4 

-2.9 

+14.5 

-0.5 

+14.0 

-1.1 

+  12.9 

-1.6 

+11.3 

-3.8 

+  7.5 

+0.2 

+  7.7 

-3.1 

+  4.6 

+1.2 

+  5.8 

+1.2 

+  7.0 

+2.0 

+  9.0 

+3.0 

+  12.0 

+3.0 

+  15.0 

+4.2 

+19.2 

+0.8 

+20.0 

0.0 

+20.0 

-2.1 

+  17.9 

+0.4 

+18.3 

127 

128 
129 
130 
O,o 


132 
133 
134 
135 
136 
137 
P10 
138 
139 
140 
141 
142 
143 
144 
145 
146 
Q,o 
147 
148 
R,o 
149 

150 
151 
152 
153 
S10 
154 
155 
156 
157 
158 
159 
160 
T,o 
161 
162 
163 
164 
165 
U,o 
166 
167 
168 
169 
170 
171 
V,o 
172 
173 
174 
175 
176 


km. 

141.488 

142. 519 
143.540 
144.553 
145. 469 

146.476 

147. 590 
148. 609 
149. 647 
150.664 
151.792 
152. 816 
153.983 
155.166 
156. 188 
157.  308 
158.385 
159. 569 
160.  708 
161.881 
163.141 
164.202 
165.320 
166.442 
167.  831 
169. 213 

170.628 

171.775 
173.095 
174.110 
175.557 
176.  706 
177.915 
179.044 
180.200 
181.407 
182.553 
183. 698 
184.  776 
186.271 
187.403 
188.517 
189.544 
190.865 
191.  898 
192. 887 
193. 927 
195.063 
196. 395 
197. 583 
198.  721 
199.960 
201.034 
202. 175 
203. 457 
204.601 
205.862 
206.423 


2077347  I 


X,o 

Y,o 
177 
178 
Z,o 
179 
A,. 
180 

181 

182 
183 

Is 
184 
185 
186 

h 
187 

188 


190 
191 


TO. 

1412. 7970 

1411.0788 
1409.2046 
1409.3060 
1403.9051 

1397.9758 
1398. 1289 
1396.  5237 
1396.  7399 
1402.  5259 

1401.  3595 

1402.  0015 
1400. 1507 
1411.  4940 
1423.  S802 
1437.  !II«J2 
1437. 4704 
1430.3881 

1432.  3051 
1424.9111 

1433.  4325 
1437.  7415 
1429. 1206 
1413.4440 
1398. 7159 
1387.4911 

1377.2274 

1374.  7970 
1370.3544 
1363. 0248 
1357.6030 
1357. 0360 
1356.  0108 
1349. 4169 
1340.4443 
1333.5883 
1326.9399 
1323. 6597 
1322. 0535 
1325. 4575 
1325.3537 
1327. 5488 
1331.5198 
1336.  4247 

1338.  7249 

1339.  7165 

1344.  4538 
1346.  7548 
1342.6808 
1341.0572 
1343.  7554 

1345.  7108 
1349.9347 
1360.9226 
1369.  5830 
1373.0740 
1371.5086 
1365. 9356 
1362.  Mio 


207.534 

208. 334 
209. 573 
210. 706 
211.903 
213.552 
214.685 
215.437 
216. 184 

217.373 
218.464 
219. 178 
219. 692 
220.784 
221.999 
223.044 
223.996 

225.103 

225.950 
226.662 
227.711 

22v.  Mi", 


1369. 8645 

1378. 0549 
1384.  8821 
1386.  6349 
1387.0980 
1396. 3892 
1405.  2988 
1409.9020 

1418.0776 

1433.0702 
1447.  6037 
1457.5757 
1462. 1303 
1464.9461 
1465.1425 
1467.0659 
1464. 7512 

1465.2011 

1466.7391 
1466. 6267 
1468.2829 
146S.9667 


PRECISE   LEVELING,   BEIGHAM   TO   SAN   FRANCISCO. 
Results  of  leveling,  Brigham,  Utah,  to  Beowawe,  Nev. — Continued. 


11 


Date. 


1911 

Sept.  9-7 

Sept.  9-9 

Do 

Do 

Do........ 

Sept.  9-14 

Sept.  14-H.... 

Do 

Do 

Do 

Do 

Do 

Do 

Sept.  15-15.... 

Do 

Do 

Do 

Do 

Sept. 16-16 

Do 

Sept.  16-18 

Sept. 18-18 

Sept.  16-16 

Sept.  18-19 

Sept. 19-19 

Sept.  16-18 

Sept.  18-18 

Do 

Do 

Do 

Sept. 19-19 

Sept.  18-18 

Do 

Sept. 19-19 

Do 

Sept.  20-20 

Do 

Do 

Do 

Oct.  12-12 

Oct.  12-11 

Do 

Do 

Do 

Do 

Oct.  10-11 

Oct.  11-11 

Oct.  10-11 

Do 

Oct.  9-11 

Do 

Do 

Oct.  11-11 

Oct.  9-10 

Oct.  10-8 

Oct.  11-10 

Oct.  10-8 

Oct.  8-8 

Do 

Oct.  8-7 

Do 

Do 

Do 

Sept.  28-28 

Do 

Do 

Oct.  7-7 

8ept.  28-28 

Do 

Sept.  28-29 

Sept.  29-29 

Do 

Do 

Do 

Do 

Do 

Sept.  29-30 

Do 

Do 

Sept.  30-30 

Do 

Do 

Oct.  2-2 

Do 

Do 

Oct.  2-Sept.  30 
Sept.  30-Oct.  2 
Oct.  2-Sept.  30 

Do 


From  B.  M.  to 
B.  M. 


191-La 
Lj-Mj 
Mj-192 
192-Nj 
N3-O3 
Os-Pj 
O3-P3 
Ps-193 
193-194 
194-Qj 
Qj-195 
195-196 
196-Rj 
Rj-197 
197-198 
198-S3 
Ss-199 
199-200 
200-Ts 
Tj-201 
201-202 
201-202 
202-203 
202-203 
202-203 
203-Us 
Uj-204 
204-205 
204-205 
205-206 
205-206 
206-207 
207-208 
208-V, 
Vj-209 
209-Ws 
Wa-X, 
Xj-210 
210-211 
211-Y, 
Yj-212 
212-Z3 
Zj-213 
213-214 
214-A, 
A,-215 
A,-215 
215-216 
216-B, 
B,-217 
217-218 
218-219 
219-C4 
C-220 
220-221 
220-221 
221-D, 
D,-222 
222-223 
223-224 
224-225 
225-226 
226-E, 
E,-227 
227-F, 
F,-228 
F,-228 
228-229 
229-G, 
0,-230 
230-231 
231-232 
232-233 
233-234 
233-234 
234-H, 
H,-235 
235-236 
235-236 
236-237 
237-238 
238-1, 
1,-239 
239-240 
240-241 
241-J, 
J,-242 
242-243 
243-244 


Dis- 
tance 
in  kilo- 
me- 
ters. 


1.043 
1.211 
1.368 
0.754 
1.739 
0.110 
0.110 
1.352 
1.034 
1.292 
1.234 
1.172 
1.360 
1.215 
1.172 
1.237 
1.145 
1.131 
1.429 
1.186 
1.124 
1.124 
1.030 
1.030 
1.030 
1.272 
1.107 
1.132 
1.132 
1.131 
1.131 
0.989 
1.106 
0.691 
1.274 
1.386 
1.180 
1.208 
1.138 
0.568 
1.096 
1.306 
0.956 
0.685 
0.995 
1.196 
1.196 
1.217 
0.998 
1.053 
1.216 
1.135 
1.551 
0.748 
1.216 
1.216 
1.266 
1.249 
1.400 
1.234 
1.132 
1.133 
1.145 
1.292 
1.034 
0.843 
0.843 
1.132 
1.051 
0.993 
0.625 
1.217 
1.215 
1.218 
1.218 
1.311 
1.218 
1.218 
1.218 
1.310 
1.316 
1.058 
0.970 
1.255 
1.312 
1.200 
0.726 
1.010 
1.196 


Difference  of  elevation. 


Forward 
line. 


m. 

-  0.0558 
+  2.3125 
+  3.2863 
+  2.3382 
+  8.6578 

-  0.0067 

-  0.0087 
+  7.8885 
+  6.6240 
+16.4304 
+  11.3662 
+13.3076 
+  18.3972 
+13.  4313 
+13.3380 
+  17.4624 
+  12.0540 
+  14.7454 
+  18.4028 
+12.  5411 
+13.4927 
+13.4930 
+  13.2371 
+13.2346 
+  13.2363 
+17.4607 
+14.0745 
+  12.7202 
+  12.7226 
+  12.2456 


+  12.0727 
+14.6130 
+  9.5153 
+15.2193 
+  8.7892 
+  4.5775 
+  8.2619 
+  7.9429 
+  5.0420 
+11.9147 
+  7.2487 
-  1.4950 
+  0.0651 
+  3.0139 
+  4.0099 


4.0085 

+  1.0121 

+  2.4372 

+  3.4181 

+  4.1818 

+  3.8629 

+  4.5242 

-  0.9731 

-  2.2333 

-  2.2342 
+  1.1550 

-  4.3837 
+  1.0490 
+  2.0865 

-  1.6183 
+  4.5777 
+  1.2201 

-  5.3534 

-  3.7600 

-  2.6560 

-  2.6530 

-  2.3218 

-  1.2055 

-  4.5654 

-  1.3392 


1.0484 
+  2.1954 
+  .•!.»,<!).-) 
+  3.8997 
+  4.4229 

-  0.4912 
+  0.1420 
+  0. 1454 
+  3.2085 
+  5. 1676 
+  3.2694 

-  8.1658 
-16.8891 
-17.0690 
-15.  9948 

-  5.  7078 

-  9.5822 
-14.4381 


Back- 
waid 
line. 


711. 
+  0.0548 

-  2.3145 

-  3.2859 

-  2.3369 

-  8.6571 
+  0.0058 
+  0.0070 

-  7.8918 

-  6.6258 
-16.4335 
-11.3666 
-13.3105 
-18.4000 
-13.4305 
-13.3423 
-17.4601 
-12.0562 
-14.7467 
-18.4068 
-12.5431 
-13.4936 


-13.  2331 
-13.  2375 


-17.4617 
-14.0725 
-12.72S6 
-12.7243 
-12.2430 
-12.2437 
-12.0740 
-14.6154 

-  9.5146 
-15.2165 

-  8.7863 

-  4.5775 

-  8.2596 

-  7.9442 

-  5.0400 
-11.9155 

-  7.2510 
+  1.4933 

-  0.0679 

-  3.0119 

-  4.0051 

-  4.0073 

-  1.0102 

-  2.4338 

-  3.4193 

-  4.1792 

-  3.8604 

-  4.5242 
+  0.9722 
+  2.2386 
+  2.2380 

-  1.1567 
+  4.3835 

-  1.0501 

-  2.0887 
+  1.6156 

-  4.5773 

-  1.2203 
+  5.3524 
+  3. 7622 
+  2.6512 
+  2.6519 
+  2.3209 
+  1.2049 
+  4.5630 
+  1.3399 

-  1.0459 

-  2.1954 

-  3.9042 

-  3.9000 

-  4.4239 
+  0.4912 

-  0.1467 

-  0.1432 

-  3.2085 

-  5. 1645 

-  3.2679 
+  8.1653 
+  16.8904 
+  17.0664 
+  15.9913 
+  5.7052 
+  9.5786 
+  14.4351 


Mean. 


m. 

-  0.0553 
+  2.3135 
+  3.2861 
+  2.3376 
+  8.6574 

-  0.0066 

+  7.8901 
+  6.6249 
+  16.4320 
+11.3664 
+  13.3090 
+18.3986 
+13.4309 
+13.3402 
+17.  4612 
+12.0551 
+14.  7460 
+18.4048 
+12.5421 

+13.4932 


+13.2356 

+  17.4612 
+  14.0735 

+  12.7239 

+  12.2445 
+  12.0734 
+14.6142 
+  9.5150 
+15.2179 
+  8. 7878 
+  4.5775 
+  8.2608 
+  7.9436 
+  5.0410 
+11.9151 
+  7.2498 
-  1.4942 
+  0.0665 
+ 


}" 


3.0129 

+  4.0077 

+  1.0112 

+  2.4355 

+  3.4187 

+  4.1805 

+  3. 8616 

+  4.5242 

-  0.9727 

2.2360 

1. 1558 

-  4.3836 
+  1.0496 
+  2.0876 

-  1.6170 
+  4.5775 
+  1.2202 

-  5.3529 

-  3.7611 


2.6530 
2.3214 
1.2052 
4.5642 
1.3396 
1.0472 
2.1954 

3.9008 


}" 


+ 
+ 
+  4.4234 

-  0.4912 

+  0.1444 
+  3.2085 
+  5. 1660 
+  3.2686 

-  8.1656 
-16.8898 
-17.0677 
-15.9930 

-  5.7065 

-  9.5804 
-14.4366 


Discrepancy. 


Par- 
tial. 


771771. 

+1.0 
+2.0 
-0.4 
-1.3 
-0.7 

+0.3 

+3.3 
+1.8 
+3.1 
+0.4 
+2.9 
+2.8 
-0.8 
+4.3 
-2.3 
+2.2 
+1.3 
+4.0 
+2.0 

+0.8 


-0.7 

+1.0 
-2.0 

+5.0 

-2.2 

+1.3 
+2.4 
-0.7 
-2.8 
-2.9 
0.0 
-2.3 
+1.3 
-2.0 
+0.8 
+2.3 
+1.7 
+2.8 
-2.0 

-3.0 

-1.9 
-3.4 

+1.2 
-2.6 
-2.5 
0.0 
+0.9 

-4.5 

+1.7 
+0.2 
+1.1 
+2.2 
+2.7 
-0.4 
+0.2 
+1.0 
-2.2 

+2.9 

+0.9 
+0.6 
+2.4 
-0.7 
-2.5 
0.0 

+2.5 

+1.0 
0.0 

+1.3 

0.0 
-3.1 
-1.5 
+0.5 
-1.3 
+2.6 
+3.5 
+2.6 
+3.6 
+3.0 


Total 
accu- 
mu- 
lated. 


mm. 
+19.3 
+21.3 
+20.9 
+  19.6 
+  18.9 

+19.2 

+22.5 
+24.3 
+27.4 
+27.8 
+30.7 
+33.5 
+32.7 
+37.0 
+34.7 
+36.9 
+38.2 
+42.2 
+44.2 

+45.0 


+44.3 

+45.3 
+43.3 

+48.3 

+46.1 

+47.4 
+49.8 
+49.1 
+46.3 
+43.4 
+  43.4 
+41.1 
+42.4 
+40.4 
+41.2 
+43.5 
+45.2 
+48.0 
+46.0 

+43.0 

+41.1 
+37.7 
+38.9 
+36.3 
+33.8 
+33.8 
+34.7 

+30.2 

+31.9 
+32.1 
+33.2 
+35.4 
+38.1 
+37.7 
+37.9 
+38.9 
+36.7 

+39.6 

+40.5 
+41.1 
+43.5 
+  42.8 
+40.3 
+40.3 

+42.8 
+43.8 
+43.8 

+45.1 

+45.1 
+42.0 
+40.5 
+41.0 
+39.7 
+42.3 
+45.8 
+48.4 
+52.0 
+55.0 


Designation 
ofB.  M. 


M3 
192 
Nj 
Oj 

P8 
193 
194 

Qs 
195 
196 

R3 
197 
198 

S3 
199 
200 

T3 
201 

202 


U3 
204 

205 


207 
208 

V, 
209 
W, 

X, 
210 
211 

Y, 
212 

Z3 
213 
214 

A, 

215 

216 
B, 
217 
218 
219 
C« 
220 

221 

D, 

222 
223 
224 
225 
226 

E, 
227 

F, 


229 
G, 
230 
231 
232 
233 


H, 
235 


237 
238 

I, 
239 
240 
241 

J, 
242 
243 
244 


Distance 

from 
B.  M.  R. 


km. 
229.908 
231.119 

232.  487 

233.  241 
234.980 

235.090 

236.442 
237. 476 
238.  768 
240.002 
241. 174 
242.534 
243. 749 
244.921 
246. 158 
247. 303 
248. 434 
249.863 
251.049 

252. 173 


253.203 

254.475 
255.582 

256. 714 

257.845 
258.834 
259. 940 
260.631 
261.905 
263.291 
264.471 
265.679 
266.817 
267.385 
268.481 
269.787 
270.  743 
271.428 
272.423 

273.619 

274.836 
275.834 
276.887 
278. 103 
279.238 
280.789 
281.537 

282. 753 

284. 019 
285.268 
286.668 
287.902 
289.034 
290. 167 
291.312 
292.604 
293.638 

294. 481 

295.613 
296.664 
297.657 
298.282 
299.499 
300. 714 

301. 932 

303. 243 
304.461 

305.679 

306.989 
308.305 
309.363 
310.333 
311.588 
312.900 
314. 100 
314.826 
315. 836 
317.  032 


Observed 

elevation 

above 

mean 

sea  level. 


m. 
1468.9114 
1471.2249 
1474.5110 
1476.  8486 
1485.5060 

1485.4994 

1493. 3895 
1500.0144 
1516. 4464 
1527.  8128 
1541. 1218 
1559. 5204 
1572. 9513 
1586.2915 
1603. 7527 
1615. 8078 
1630. 5538 
1548. 9586 
1661.5007 

1674.9939 


1688.2295 

1705.6907 
1719. 7642 

1732. 4881 

1744.7326 

1756.8060 
1771. 4202 
1780. 9352 
17G6. 1531 
1804.9409 
1809.5184 
1817. 7792 
1825. 7228 
1830.  7638 
1842. 6789 
1849. 9287 
1848. 4345 
1848. 5010 
1851.5139 

1855. 5216 

1856.5328 
1858.9683 
im;2.:>s7ii 
1866. 5675 

1870.  4291 

1874.  9533 
1873. 9806 

1871.  7446 

1872. 9004 
1S6S.5168 
1869.5664 
1871.6540 
1870.  0370 
187'..  6145 

1875.  8347 
1870.  4818 
1866. 7207 

1864.0677 

1861.  7463 
1860.5411 
1855.  9769 
1854. 6373 
1855. 6845 
1857. 8799 

1861. 7807 

1866.  2041 
1865.7129 

1865.8573 

1869. 0558 
1874. 2318 
1877.5004 
1869.3348 
1852. 4450 
1835.  3773 
1819. 3843 
1813. 6778 
1804. 0974 
1789.6608 


12 


U.   S.   COAST  AND  GEODETIC   SUKVEY  SPECIAL  PUBLICATION    NO.   22. 

Results  of  leveling,  Brigham,  Utah,  to  Beovjawe,  Nev.- — Continued. 


Date. 


FromB.M.  to 
B.  M. 


Dis- 
tance 
in  kilo- 
me- 
ters. 


Difference  of  elevation. 


Forward 
line. 


Back- 
ward 
line. 


Discrepancy. 


Mean. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designation 
ofB.M. 


Distance 

from 
B.  M.  R 


Observed 

elevation 

above 

mean 

sea  level. 


1911 

Oct.  2-Sept.  29 

Do 

Sept.  27-27 

Do 

Sept.  30-Oct.  2 
Sept.  27-27 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  3-3 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  3-4 

Oct.  4-4 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  5-5 

Do 

Do 

Do 

Oct.  6-6 

Oct.  5-5 

Do 

Oct.  6-6 

Do 

Do 

Do 

Oct.  6-15 

Oct.  15-15 

Do 

Do 

Oct.  14-15 

Oct.  14-14 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  16-16 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  17-17 

Oct.  20-20 

Do 

Do 

Do 

Do 

Oct.  21-21 

Do 

Do 

Oct.  23-21 

Oct.  23-23 

Oct.  23-21 

Oct.  23-23 

Do 

Do 

Oct.  23-24 

Oct.  24-24 

Do 

Do 

Do 

Do 

Oct.  24-25 

Oct.  25-25 

Do 

Do 

Oct.  25-26 


244-K, 
v    IS.  P.  B.  M.I 

JM\       5803. 200/ 

rs.  P.  B.  M.i245 

\      5803.200/ 

245-L4 
245-L« 
L(-246 
246-M» 
M,-N, 
N4-247 
247-0, 
0,-P( 
P<-248 
248-Q< 
Q.-249 
249-250 
250-251 
251-252 
252-253 
253-Rt 
„  IS.  P.  B.  M.\ 
"H       5483.658/ 

IS.  P.  B.  M.l_„,, 

\      5483.658/"" 

254-255 
255-256 
256-257 
257-258 
258-259 
259-S* 
S(-260 
260-261 
261-262 
262-T( 
262-T( 
1V263 
263-U< 
U<-264 
264-265 
265-266 
266-267 
267-V, 
V.-268 


269-270 
270-271 
271-272 
272-273 
273-274 
274-275 
275-276 
276-277 
277-278 
278-W, 
'W4-279 
279-280 
280-281 
281-X, 
X4-282 
282-283 
283-284 
284-285 
285-Y, 
Y(-286 
286-287 
287-288 
288-289 
289-Z4 
Z(-As 
As-290 
As-290 
290-291 
290-291 
291-US 
B6-292 
292-293 
293-294 
294-295 

295-296 

296-297 
297-Cs 
Cs-298 
298-Ds 
Ds-299 
299-300 
300-Es 
E6-F6 
F,-G, 


1.089 
0.914 

1.204 

1.114 
1.114 
1.193 
1.183 
0.048 
1.486 
1.010 
1.620 
1.247 
1.943 
1.275 
1.216 
1.153 
1.214 
1.091 
0.797 

1.043 

1.419 

1.194 
1.134 
1.093 
1.094 
1.254 
0.454 
,1. 096 
1.216 
1.134 
0.969 
0.969 
1.134 
1.828 
1.129 
1.071 
1.134 
1.612 
0.547 
1.484 
1.045 
1.044 
0.805 
1.215 
1.215 
1.487 
1.433 
1.283 
0.936 
1.147 
1.423 
1.491 
1.226 
1.289 
1.224 
1.170 
1.104 
1.028 
0.834 
0.172 
0.874 
1.097 
1.090 
1.174 
1.111 
1.179 
1.056 
1.056 
1.305 
1.305 
1.209 
1.046 
1.130 
1.133 
1.134 

0.529 

1.093 
1.135 
1.708 
1.486 
1.059 
0.730 
1.158 
1.096 
1.056 


-12.8173 

-  8.0485 

-15.2525 

-13.6658 
-13.6595 
-16.5263 

-  8.1865 

-  0.0640 

-  0.5494 

-  2.9426 

-  2.6224 

-  2.3685 

-  1.5955 

-  6.7766 

-  4.3174 

-  4.6228 

-  4.7727 

-  4.1223 

-  3.2998 

-  3.8903 

-  5.5783 

-  4.5609 

-  4.4741 

-  4.0916 

-  4.2600 

-  4.7446 

-  1.3706 

-  4.8539 

-  4.8953 

-  2.2207 

-  1.1546 

-  1.1548 

-  1.4564 

-  3.8368 

-  3.6749 

-  2.2035 

-  2.0381 

-  1.9049 

-  2.0633 

-  1.5179 

-  2.3227 
+  0.7454 

-  2.8692 

-  2.2084 

-  2.2836 

-  1.2744 

-  2.4785 

-  1.2316 

-  2.8656 

-  1.4568 
+  0.3763 

-  5.9367 

-  0.8445 

-  2.3539 
+  0.7396 

-  3.1209 

-  1.7392 

-  1.5923 
+  0.0314 
+  0.3424 

-  1.4552 

-  3.5787 

-  2.2296 

-  2.4414 
+  1.7163 

-  1.6455 

-  0.7892 


-  4.5402 

-  4.5414 

-  0.5745 

-  3.9125 

-  1.9870 
+  3.6706 

-  0.8928 

-  4.9191 

-  4.9188 

-  2.8903 

-  1.9427 
+  3.1304 

-  8.1607 

-  1.4375 
+  1.1518 
+  1.5885 

-  3.7920 

-  3.5257 


m. 
+12.8157 

+  8.0472 

+15.2514 

+  13.6582 
+13.6594 
+16.5242 
+  8.1873 
+  0.0643 
+  0.5497 
+  2.9431 
+  2.6217 
+  2.3717 
+  1.5957 
+  6.7781 
+  4.3215 
+  4.6256 
+  4.7743 
+  4.1206 
+  3.  2975 

+  3.8868 

+  5.5784 

+  4.5637 

+  4.4726 

+  4.0886 

+  4.2610 

+  4.7434 

+  1.3720 

+  4.85.58 

+  4.8944 

+  2.2235 


1. 1592 
+  1.1561 
+  1.4560 
+  3.8350 
+  3.6748 
+  2.2055 
+  2.0392 
+  1.9031 
+  2.0637 
+  1.5143 
+  2.3224 

-  0.7450 
+  2.8675 
+  2.2075 
+  2.2807 
+  1.2781 
+  2.4766 
+  1.2319 
+  2.8683 
+  1.4546 

-  0.3785 
+  5.9364 
+  0.8440 
+  2.3526 

-  0.7388 
+  3.1220 
+  1.7361 
+  1.5933 

-  0.0328 

-  0.3431 
+  1.4559 
+  3.5824 
+  2.2311 
+  2.4456 

-  1.7137 
+  1.6441 
+  0.7841 
+  0.7861 
+  4.5461 
+  4.5397 
+  0.5757 
+  3.9116 
+  1.9847 

-  3.6726 
+  0.8928 
+  4.9160 
+  4.9172 
+  2.8891 
+  1.9387 

-  3.1279 
+  8.1652 
+1.4367 

-  1.1524 

-  1.5892 
+  3.7945 
+  3.5280 


-12.8165 
-  8.0478 

-15.2520 


}- 


13.6607 

-16.5252 
8.1869 
0.0642 
0.5496 
2.9428 
2.6220 
2. 3701 
1.5956 
6.  7774 
4.3194 
4.6242 
4.7735 
4. 1214 
3.2986 


-  5.5784 

-  4.5623 

-  4.4734 

-  4.0901 

-  4.2605 

-  4.  7440 

-  1.3713 

-  4.8548 

-  4.8948 

-  2.2221 

-  1.1562 

-  1.4562 

-  3.8359 

-  3.6748 

-  2.2045 

-  2.0386 

-  1.9040 

-  2.0635 

-  1.5161 

-  2.3226 
+  0.7452 

-  2.8684 

-  2.2080 

-  2.2822 

-  1.2762 

-  2.4776 

-  1.2318 

-  2.8670 

-  1.4557 
+  0.3774 

-  5.9366 

-  0.8442 

-  2.3532 
+  0.7392 

-  3. 1214 

-  1.7376 

-  1.5928 
+  0.0321 
+  0.3428 

-  1.4556 

-  3.5806 

-  2.2303 

-  2.4435 
+  1.7150 

-  1.6448 

-  0.7872 

-  4.5418 

-  0.5751 

-  3.9120 

-  1.9858 
+  3.6716 

-  0.8928 

-  4.9178 

-  2.8897 

-  1.9407 
+  3. 1292 

-  8.1630 

-  1.4371 
+  1.1521 
+  1.5888 

-  3.7932 

-  3.5268 


+  1.6 
+  1.3 

+1.1 

+3.8 

+2.1 
-0.8 
-0.3 
-0.3 
-0.5 
+0.7 
-3.2 
-0.2 
-1.5 
-4.1 
-2.8 
-1.6 
+1.7 
+2.3 

+3.5 

-0.1 

-2.8 
+  1.5 
+3.0 
-1.0 
+1.2 
-1.4 
-1.9 
+0.9 
-2.8 

-2.9 

+0.4 
+1.8 
+0.1 
-2.0 
-1.1 
+  1.8 
-0.4 
+3.6 
+0.3 
-0.4 
+1.7 
+0.9 
+2.9 
-3.7 
+1.9 
-0.3 
-2.7 
+2.2 
+  2.2 
+0.3 
+0.5 
+  1.3 
-0.8 
-1.1 
+3.1 
-1.0 
+  1.4 
+0.7 
-0.7 
-3.7 
-1.5 
-4.2 
-2.6 
+  1.4 

+4.1 

-2.1 

-1.2 
+0.9 
+2.3 
+2.0 
0.0 
+2.4 

+1.2 
+4.0 
-2.5 
-4.5 
+0.8 
+0.6 
+0.7 
-2.5 
-2.3 


mm. 
+56.6 

+57.9 
+59.0 

+62.8 

+64.9 
+64.1 
+63.8 
+63.5 
+63.0 
+63.7 
+60.5 
+60.3 
+58.8 
+54.7 
+51.9 
+50.3 
+52.0 
+54.3 

+57.8 

+57.7 

+54.9 
+56.4 
+59.4 
+58.4 
+59.6 
+58.2 
+56.3 
+57.2 
+54.4 

+51.5 

+51.9 
+53.7 
+53.8 
+51.8 
+50.7 
+52.5 
+52.1 
+55.7 
+56.0 
+55.6 
+57.3 
+58.2 
+61.1 
+57.4 
+59.3 
+59.0 
+56.3 
+58.5 
+60.7 
+61.0 
+61.5 
+62.8 
+62.0 
+60.9 
+64.0 
+63.0 
+64.4 
+65.1 
+64.4 
+60.7 
+59.2 
+55.0 
+52.4 
+53.8 

+57.9 

+55.8 

+54.6 
+55.5 
+57.8 
+59.8 
+59.8 

+62.2 

+63.4 
+67.4 
+64.9 
+60.4 
+61.2 
+61.8 
+62.5 
+60.0 
+57.7 


IS.  P.  B.  M.\ 

\     5803. 200/ 

245 

L, 

246 
M( 

N, 

247 
O4 
P« 
248 
Q< 
249 
250 
251 
252 
253 
R< 
IS.  P.  B.M.I 
\     5483. 658j 

254 

255 
256 
257 
258 
259 
S< 
260 
261 


T, 

263 
U, 
264 
265 
266 
267 
V, 
268 
269 
270 
271 
272 
273 
274 
275 
276 
277 
278 
W4 
279 
280 
281 
X, 
282 
283 
284 
285 
Y, 
286 
287 


Z, 
As 

290 

291 

B5 

292 
293 
294 
295 

296 

297 
Cs 

298 
D6 

299 

300 
E6 
Fj 
Gt 


km. 
318. 121 

319.035 
320.239 

321. 353 

322. 546 
323.729 
323.  777 
325.263 

326.  273 

327.  893 
329. 140 
331.083 
332. 358 
333.574 
334.727 
335.941 
337.032 
337.829 

338.872 

340. 291 

341.485 
342. 619 
343. 712 
344.806 
346.060 
346. 514 

347.  610 

348.  826 

349.  960 

350.929 

352.063 
353.891 
355.020 
356.091 
357.225 
358.837 
359.  384 
360.868 

361.  913 

362.  957 
363.762 
364.  977 
366. 192 
367.  679 
369. 112 
370. 395 
371.331 

372.  478 

373.  901 
375.392 
376. 618 
377.  907 
379.  131 
380.301 
381. 405 
382.  433 
383.267 
383. 439 
384.  313 
385.410 
386.500 

387.  674 

388.  785 
389.964 

391. 020 

392. 325 
393.534 
394.580 
395.  710 
396. 843 
397. 977 

398.506 

399.599 
400.  734 
402. 442 

403.  928 

404.  987 
405.717 
406. 875 
407. 971 
409.027 


1776. 8443 
1768. 7965 

1753. 5445 

1739. 8S38 

1723. 3586 
1715. 1717 
1715. 1075 
1714.5579 
1711.6151 
1708.  9931 
1706.  6230 
1705.  0274 
1698.  2500 
1693.  9306 
1689.  3064 
1684.5329 
1680.4115 
1677. 1129 

1673.  2243 

1667.6459 

1663.0836 
1658.  6102 
1654.5201 
1650.  25% 
1645.  5156 
1644.  1443 
1639.2895 
1634.3947 
1632. 1729 

1631.  0164 

1629. 5602 
1625.  7243 
1622.  0495 
1619.  8450 
1617.  8064 
1615.  9024 
1613.8389 
1612.  3228 
1610.  0002 
1610.  7454 
1607.  8770 
1605.  6690 
1603.3868 
1602. 1106 
1599.  6330 
1598. 4012 
1595.5342 
1594.  0785 
1594.4559 
1588.  5193 
1587.  6751 
1585.3219 
1586.  0611 
1582.  9397 
1581.2021 
1579.6093 
1579. 6414 
1579.  9842 
1578. 5286 
1574. 9480 
1572.  7178 

1570.  2742 

1571.  9892 
1570.3444 

1569.5572 

1565. 0154 

1564.4403 

150U. 52S3 
1558. 5425 
1562.  2141 
1561.3213 
1556. 4035 

1553.5138 
1551.5731 
1554.  7023 
1546. 5393 
1545. 1022 
1546.  2543 
1547. 8431 
1544.  0499 
1540.5231 


PRECISE   LEVELING,   BRIGHAM    TO   SAN   FRANCISCO. 
Results  of  leveling,  Brigham,  Utah,  to  Beowawe,  Nev. — Continued. 


1.3 


From  B.  M.  to 
B.  M. 

Dis- 
tance 
in  kilo- 
me- 
ters. 

Difference  of  elevation. 

Discrepancy. 

Designation 
of  B.  M. 

Distance 

from 
B.  M.  R. 

Observed 

Date. 

Forward 
line. 

Back- 
ward 
line. 

Mean. 

Par- 
tial. 

Total 
accu- 
mu- 
lated. 

elevation 
above 
mean 

sea  level. 

1911. 
Oct.  25-25 

Gs-301 

301-302 
302-Hs 
Hs-303 

303-304 

304-Is 

Is-Js 

Js-305 

305-K5 
K5-306 

305-307 
307-Ls 
L5-30S 

308-309 
309-M6 
Ms-310 

310-311 
311-Ns 
Ns-312 
312-Os 
312-Os 
Os-Ps 
Ps-Qs 
Qs-Rs 
Qs-Rs 
Rs-313 

313-314 
314-Ss 
Ss-315 

315-316 

315-316 

316-317 
317-Ts 

Ts-318 

318-319 
319- U5 
Us-320 
320-Vs 
Vs-321 
321-322 
322-323 
323-324 
324-325 
325-326 
326-327 
327-Ws 
Ws-328 
328-329 
329-330 
330-331 
331-332 
331-332 
332-Xs 
Xs-333 
333-334 
334-335 
335-336 
336-337 
337-Ys 
Ys-338 
338-339 
339-340 
340-341 
341-342 
342-Z5 
Zi-343 
343-344 
344-345 
345-346 
346-347 
347- A, 
A«-B, 
B.-C, 

1.205 
1.219 
0.907 
1.216 
1.219 
0.807 
2.012 
1.215 
1.583 
1.185 
1.194 
1.038 
1.051 
1.318 
1.071 
1.257 
1.113 
0.866 
1.174 
1.344 
1.344 
0.570 
0.977 
0.708 
0.708 
1.178 
0.875 
1.263 
1.218 
1.215 
1.215 
1.180 
1.204 

1.099 

1.218 
0.915 
1.170 
1.135 
1.125 
1.128 
1.134 
1.133 
1.131 
1.130 
1.130 
1.412 
1.215 
1.216 
1.215 
1.052 
1.198 
1.198 
0.790 
1.278 
1.214 
1.218 
1.208 
1.218 
1.183 
1.107 
1.219 
1.217 
1.214 
1.134 
0.910 
1.135 
1.218 
1.218 
1.189 
1.118 
0.361 
0.113 
0.798 

m. 
+  0.6262 

—  4.4353 

—  0.6312 

—  0.9647 

—  1.3286 

—  0.  7961 

—  2.8384 

—  0.7290 

—  2.8098 

—  3.7441 

—  0. 1237 
+  3.4648 

—  4.8499 

—  2.7778 

—  2.1646 

—  0. 1935 

—  1.1289 
+  0.2275 

—  0.2368 

—  1.2427 

—  1.2422 

—  1.5432 

—  2.0149 

—  1.5248 

—  1.5228 

—  3.9112 

—  0.3608 

—  6. 1738 

—  0.5666 

—  2.1441 

—  2.1384 

—  1.0604 

—  2.3531 
/  +  0.8354 
\  +  0.8419 

—  3.6317 

—  2.3154 
+  1.1616 

—  3. 4481 
+  0.3423 

—  2.8622 

—  1.2173 

—  2.0310 

—  0. 2677 

—  1.1182 

—  1.7050 

—  0.0330 
+  0.1362 

—  1.2987 

—  2. 1364 

—  1.9905 

—  1.2392 

—  1.2400 

—  0.5964 

—  4.2556 

—  1.2240 
+  0.1044 

—  4. 0076 

—  4.1509 

—  0.4290 

—  2. 1292 

—  4.6948 

—  1.5940 

—  2.0886 

—  0. 7464 

—  1.9546 

—  2.0079 

—  1.8545 

—  1.6848 

—  2.0433 

—  1.5324 

—  0.3037 

—  0. 3501 

—  1. 5218 

m. 

—  0.6232 
+  4.4338 
+  0.6283 
+  0.9628 
+  1.3284 
+  0.7954 
+  2.8379 
+  0.7286 
+  2.8108 
+  3. 7417 
+  0.1243 

—  3.4651 
+  4.8508 
+  2.7749 
+  2.1644 
+  0. 1958 
+  1.1288 

—  0.2246 
+  0.2375 
+  1.2380 
+  1.2409 
+  1.5438 
+  2.0140 
+  1.5196 
+  1.5229 
+  3.9081 
+  0.3604 
+  6.1719 
+  0.5639 
+  2. 1394 
+  2.1410 
+  1.0588 
+  2.3498 

—  0. 8414 

—  0.8399 
+  3.6345 
+  2.3170 

—  1. 1658 
+  3.4466 

—  0.3441 
+  2.8615 
+  1.2184 
+  2.0282 
+  0.2693 
+  1.1194 
+  1.7038 
+  0.0339 

—  0. 1330 
+  1.2966 
+  2. 1355 
+  1.9935 
+  1.2446 
+  1.2410 
+  0.5962 
+  4.2583 
+   1.2205 

—  0. 1032 
+  4.0035 
+  4.1494 
+  0.4306 
+  2.1303 
+  4.6968 
+  1.5950 
+  2.0916 
+  0.7494 
+  1.9556 
+  2.0073 
+  1.8570 
+  1.6853 
+  2.0437 
+  1.5322 
+  0.3025 
+  0.3501 
+  1.5253 

m. 
+  0.6247 

—  4.4346 

—  0.6298 

—  0.9638 

—  1.32S5 

—  0.7958 

—  2.8382 

—  0.7288 

—  2.8103 

—  3.7429 

—  0.1240 
+  3.4650 

—  4.8504 

—  2.7764 

—  2.1645 

—  0.1946 

—  1.1288 
+  0.2260 

—  0.2372 

\  -  1.2409 

—  1.5435 

—  2.0144 

\  -  1.5225 

—  3.9096 

—  0.3606 

—  6. 1728 

—  0.5652 

[•  —  2. 1407 

—  1.0596 

—  2. 3514 

[  +  0. 8396 

—  3. 6331 

—  2. 3162 
+  1.1637 

—  3.4474 
+  0.3432 

—  2.8618 

—  1.2178 

—  2.0296 

—  0.2685 

—  1.1188 

—  1.7044 

—  0. 0334 
+  0.1346 

—  1.2976 

—  2. 1360 

—  1.9920 

\  —  1.2412 

—  0.5963 

—  4.2570 

—  1.2222 
+  0.1038 

—  4.0056 

—  4.1502 

—  0. 4298 

—  2. 1298 

—  4.6958 

—  1.5945 

—  2.0901 

—  0. 7479 

—  1.9551 

—  2. 0076 

—  1.8558 

—  1.6850 

—  2.0435 

—  1.5323 

—  0. 3031 

—  0. 3501 

—  1.5236 

mm. 

-3.0 

+  1.5 

+  2.9 

+  1.9 

+0.2 

+0.7 

+0.5 

+0.4 

-1.0 

+2.4 

-0.6 

+0.3 

-0.9 

+2.9 

+0.2 

-2.3 

+0.1 

-2.9 

-0.7 

+3.0 

-0.6 
+0.9 

+2.6 

+3.1 
+0.4 
+  1.9 
+2.7 

+  1.0 

+  1.6 
+3.3 

+2.0 

—2.8 
—1.6 
+4.2 
+  1.5 
+  1.8 
+0.7 

+2. 8 
—1.6 
—1.2 
+  1.2 
—0.9 
—3.2 
+2.1 
+0.9 
-3.0 
—3.2 

+0.2 
—2.7 
+3.5 
—1.2 
+4.1 
+  1.5 
—1.6 
—1.1 
—2.0 
—1.0 
—3.0 
—3.0 
—1.0 
+0.6 
—2.5 
—0.5 
—0.4 
+0.2 
+1.2 
0.0 
—3.5 

mm. 
+54.7 
+56.2 
+59. 1 
+61.0 
+61.2 
+61.9 
+62.4 
+62.8 
+61.8 
+64.2 
+63.6 
+63.9 
+63.0 
+65.9 
+66.1 
+63.8 
+63.9 
+61.0 
+60.3 

+63.3 

+62.7 
+63.6 

+66.2 

+69.3 
+69.7 
+71.6 
+74.3 

+75.3 

+76.9 
+80.2 

+82.2 

+79.4 
+77.8 
+82.0 
+83.5 
+85.3 
+86.0 
+84.9 
+87.7 
+86.1 
+84.9 
+86.1 
+85.2 
+82.0 
+84.1 
+85.0 
+82.0 

+78.8 

+79.0 
+  76.3 
+79.8 
+  78.6 
+82.7 
+84.2 
+82.6 
+81.5 
+79.5 
+78.5 
+75.5 
+72.5 
+71.5 
+72.1 
+69.6 
+69.1 
+68.7 
+68.9 
+70.1 
+70.1 
+66.6 

301 
302 

Hs 
303 
301 

Is 

Js 
305 
Ks 
306 
307 

L5 
308 
309 
Ms 
310 
311 
Ns 
312 

Os 

Ps 
Q5 

Rs 

313 

314 

Ss 

315 

316 

317 

T5 

318 

319 
Us 
320 
Vi 
321 
322 
323 
324 
325 
326 
327 
Ws 
328 
329 
330 
331 

332 

X. 

333 
334 
335 
336 
337 
Ys 
338 
339 
340 
341 
342 
Zs 
343 
344 
345 
346 
347 
A, 
B, 
C 

1cm. 
410. 232 
411.451 
412. 358 
413.574 
414. 793 
415.600 
417.612 
418.  827 
420. 410 
421.595 
422.  789 
423.827 
424. 878 
426. 196 
427.267 
428. 524 
429.637 
430. 503 
431.677 

433.021 

433. 591 
434.568 

435.276 

436.454 
437. 329 
438.  592 
439. 810 

441.025 

442.205 
443.409 

444.508 

445. 726 
446.641 
447.  811 
448. 946 
450.071 
451.199 
452.333 
453.466 
454.597 
455.  727 
456.857 
458.269 
459.484 
460.700 
461. 915 
462.967 

464.165 

464.955 
466.233 
467.447 
468.665 
469. 873 
471. 091 
472.274 
473.381 
474.600 
475. 817 
477. 031 
478.155 
479. 075 
480. 210 
481.428 
482. 646 
483.835 
484.953 
485.314 
485.427 
486.225 

m. 
1541. 1478 

Do 

1536.  7132 

Do 

1536.  0834 

Do 

1535.1196 

Oct.  25-26 

1533.  7911 

Do 

1532.  9953 

Oct.  26-26. 

1530. 1571 

Do 

1529.4283 

Do 

1526.  6180 

Do 

1522. 8751 

Do 

1522.  7511 

Oct  28-28  

1526.  2161 

Do 

1521.  3657 

Do 

1518.  5893 

Oct.  28-27 

1516.  4248 

Oct.  27-27 

1516.  2302 

Do 

1515. 1014 

Do 

15U.3274 

Do    

1515. 0902 

Do 

Oct. 30-30 

Oct.  27-30  

1512.3058 

Oct.  30-30 

1510. 2914 

Nov.  1-1 

Do 

Oct.  30 

1504. 8593 

Oct.  30-30 

1504. 4987 

Oct.  30-31 

1498.3259 

Oct.  31-31 

1497.  7607 

Do 

Nov.2-2 

Oct.  31-31 

1494. 5604 

Do 

1492. 2090 

Do 

1493.0486 

Oct.  31  Nov.  2 

1489. 4155 

Nov.  2-2 

1487.0993 

Do 

1488. 2630 

Nov.3-3 

1484. 8156 

Do 

1485.1588 

Do 

1482. 2970 

Do 

1481.  0792 

Do 

1479. 0496 

Do 

1478.  7811 

Do 

1477.  6623 

Do 

1475. 9579 

Nov.  4-4 

1475.  9245 

Do 

1476.0591 

Do 

1474.  7615 

Do 

1472.  6255 

Do 

1470.  6335 

Do 

Do % 

1469. 3923 

Nov.  6-6 .' 

1468.  7960 

Do 

1464.  5390 

Do 

1463. 3168 

Do 

1463.  4206 

Do 

1459.4150 

Do 

1455. 2548 

Do 

1454.  8350 

Do 

1452.  7052 

Nov.  7-7 

Do 

1446. 4149 

Do 

1444.3248 

Do 

1443. 5769 

Do. 

1441.6218 

Do 

1439.  6142 

Do 

1437.  7584 

Nov.8-8 

1436.  0734 

Do 

1434. 0299 

Do 

1432.  4976 

Do 

1432. 1945 

Do 

1431.  8444 

Do 

1430. 3208 

BEOWAWE    TO    MARMOL,  NEV. 

This  section  was  run  between  July  18  and  October  25,  1912. 

Precise  level  No.  7  and  rods  V  and  W  were  used  for  the  entire  line.  The  lengths  of  these 
rods  at  0°  C.  as  determined  by  the  instrument  division  of  this  Survey  are  as  follows:  June  17, 
1912,  rod  V,  3.0004  meters,  rod  W,  3.0004  meters;  January  25,  1913,  rod  V,  2.9999  meters, 
rod  W,  3.0001  meters. 


14 


U.    S.    COAST   AND   GEODETIC    SURVEY   SPECIAL   PUBLICATION    NO.    22. 


These  measurements  indicate  a  shortening  of  the  rods.  The  field  measurements  confirm 
this  shortening  and  show  it  to  have  taken  place  between  June  26  and  August  5.  For  the 
remainder  of  the  period  of  leveling  the  rods  maintained  practically  a  constant  length.  In 
the  computation  the  mean  length  of  the  rods  on  July  16,  3.00019  meters  or  an  excess  of  0.06 
millimeter  per  meter  was  used  for  the  leveling  done  previous  to  August  5.  For  the  remainder 
of  the  season  the  mean  length  of  the  rods  given  by  the  office  measures  of  January  25,  1913, 
3.0000  meters  was  used. 

The  index  error  of  rod  V  was  —0.5  millimeter;  of  rod  W,  —0.2  millimeter. 

The  new  determination  of  the  differences  of  elevation  between  the  three  bench  marks 
recovered  at  Beowawe  showed  that  they  had  not  been  disturbed  since  their  establishment 
in  1911. 

The  elevations  in  the  following  table  depend  on  an  elevation  of  1431.8444  meters  for  bench 
mark  B„  at  Beowawe  as  determined  by  the  line  from  Brigham,  Utah,  to  Beowawe,  Nev. 

Results  of  leveling,  Beowawe  to  Marmol,  Nev.. 


Date. 


1912. 

July  18-18 

Do 

Do 

Do 

Do 

Do 

July  18-19 

Do 

Do 

Do 

July  19-19 

Do 

Do 

July  20-19 

Do 

Do 

Do 

July  20-20 

Do 

Do 

Do 

Do 

July  22-22 

July  20-20 

July  22-22 

Do 

Do 

Do 

Do 

July  23-22 

Do 

Do 

July  23-23 

Do 

Do 

Do 

Do 

July  23-24 

Do 

July  24-24 

Do 

Do 

Do 

Do 

Do 

July  24-25 

Do 

Do 

Do 

Do 

July  25-25 

Do 

Do 

Do 

July  25-20 

Do 

July  26-26 

July  27-27 

July  26-26 

Do 

Do 

Do 

Do 


From 

Distance 

B.  M.  to 

in  kilo- 

B. M. 

meters. 

As-Bs 

0.135 

Br-Ce 

0.789 

Ce-1 

0.999 

1-2 

1.125 

1-2 

1.125 

2-3 

1.206 

3-4 

1.206 

4-5 

1.290 

5-G6 

0.902 

G.-6 

1.006 

6-7 

1.103 

7-8 

1.124 

8-9 

1.121 

9-10 

1.163 

10-11 

1.082 

11-12 

1.125 

12-H6 

1.036 

H6-13 

1.121 

13-14 

1.126 

14-15 

1.104 

15-16 

1.125 

16-17 

1.125 

16-17 

1.125 

17-18 

1.024 

18-19 

1.288 

19-16 

1.185 

19-I6 

1.185 

Is-20 

0.752 

20-21 

0.984 

21-22 

0.967 

22-23 

1.021 

23-24 

1.020 

24-25 

1.029 

25-26 

1.038 

25-26 

1.038 

26-27 

1.021 

27-J. 

1.004 

Js-28 

1.192 

28-29 

1.125 

29-30 

0.777 

30-31 

1.125 

31-32 

1.125 

32-33 

1.124 

33-34 

1. 124 

34-K. 

1.123 

Kb-35 

1.210 

35-36 

1.124 

36-37 

1.124 

37-38 

1.126 

38-39 

1.126 

39-40 

0.779 

40-41 

1.125 

41-42 

1.086 

42-I.» 

1.276 

1-6-43 

0.798 

43-44 

1.125 

44-Ms 

1.066 

44-Me 

1.066 

1*5-45 

1.073 

M6-45 

1.073 

45-46 

1.069 

46-47 

1.124 

47-48 

1.123 

Difference  of  elevation. 


Forward 
line. 


m. 

-0. 3491 
-1.5274 
-1.8911 
-1.3749 
-1. 3723 
-1.1577 
-2.0437 
-1.5143 
-1.9620 
-0.6080 
-1.3225 
-1.6507 
-1.3476 
-1.6051 
-1.  7709 
-1.  2406 
-0.  2412 
-4. 1594 
-2. 2427 
-1.6818 
-1.  7674 
-0.  4100 
-0.  4086 
-0. 2910 
-1.3721 
-1.4885 
-1.  4875 
-1.  6296 
+0.  6259 
-2.  2144 
+2.  9731 
+  1.3330 
-6. 0975 
-3. 6270 
-3.  6240 
-1.5292 
+  1.4908 
-3.  9227 
+1.  3726 
-2. 3373 
-0. 2468 
+0. 5726 
-1.2085 
-1.3278 
-1.  3321 
-1.4185 
-1.1976 
+0.  3991 
-0.  4584 
+0. 2049 
-0. 5602 
-1. 1615 
-1.2503 
-0. 3158 
-0.  4839 
-1.9993 
+0.  5912 
+0. 5867 
-1. 1621 
-1.1660 
-1.  2074 
+0.6065 
+1.0821 


Back- 
ward 
line. 


+0. 3495 
+1.5270 
+1.8925 
+1.3706 
+1.3716 
+1. 1579 
+2.0428 
+1.5113 
+1.9632 
+0. 6079 
+1.3219 
+1.  6498 
+1.3478 
+1.6047 
+1.  7744 
+1.  2405 
+0.  2425 
+4.1587 
+2.2437 
+  1.6790 
+1.7665 
+0.  4141 
+0.  4107 
+0.2889 
+1.3709 
+1.4833 
+1.4865 
+1.6313 
-0.  6275 
+2.  2148 
-2.  9722 
-1.  3334 
+6.  0973 
+3.  6215 
+3.6280 
+1.  5280 
-1.4923 
+3. 9208 
-1.3696 
+2.  3336 
+0.2454 
-0.  5743 
+  1.2094 
+1.3256 
+1.3322 
+1.4176 
+  1.1959 
-0. 3998 
+0.  4617 
-0.2087 
+0. 5608 
+1.1586 
+1.  2494 
+0.  3155 
+0.  4831 
+2.0000 
-0.5843  \ 
-0.5878  / 
+  1.1693 
+1.1680 
+1.  2084 
-0.6073 
-1.0844 


}- 


Mean. 


-0. 3493 
-1. 5272 
-1. 8918 

-1.3724 

-1. 1578 
-2. 0432 
-1. 5128 
-1.9626 
-0. 6080 
-1.3222 
-1.  6502 
-1.3477 
-1.6049 
-1.  7726 
-1.2406 
-0. 2418 
-4. 1590 
-2. 2432 
-1.6804 
-1.  7670 

0.  4108 

-0.2900 
-1.3715 

-1. 4864 


-1.  6304 

-1.7 

+0.6267 

+1.6 

-2.  2146 

-0.4 

+2.  9726 

-0.9 

+  1.3332 

+0.4 

-6. 0974 

+0.2 

-3. 6252 

+0.7 

-1.  5286 

+1.2 

+  1.4916 

+1.5 

-3. 9218 

+1.9 

+1.3711 

-3.0 

-2. 3354 

+3.7 

-0.  2461 

+1.4 

+0. 5734 

+1.7 

-1.2090 

-0.9 

-1.3267 

+2.2 

-1.3322 

-0.1 

-1.4180 

+0.9 

-1. 1968 

+1.7 

+0. 3994 

+0.7 

-0.4600 

-3.3 

+0.2068 

+3.8 

-0.  5605 

-0.6 

-1.1600 

+2.9 

-1.  2498 

+0.9 

-0. 3156 

+0.3 

-0.  4835 

+0.8 

-1.9996 

-0.7 

+0.  5875 

-3.0 

-1.1663 

-4.6 

-1.2079 
+0.6069 
+1.0832 


Discrepancy. 


Par- 
tial. 


-0.4 
+0.4 
-1.4 

+2.5 

-0.2 

+0.9 
+3.0 
-1.2 
+0.1 
+0.6 
+0.9 
-0.2 
+0.4 
-3.5 
+0.1 
-1.3 
+0.7 
-1.0 
+2.8 
+0.9 

-3.1 

+2.1 
+1.2 

+3.1 


-1.0 
+0.8 
+2.3 


Total 
accu- 
mu- 
lated. 


-0.4 
+  0.4 
-  1.0 

+  1.5 

+  1.3 

+  2.2 
+  5.2 
+  4.0 
+  4.1 

+  4.7 
+  5.6 
+  5.4 
+  5.8 
+  2.3 


2.4 
+  1.1 
+  1.8 
+  0.8 
+  3.6 
+  4.5 

+  1.4 

+  3.5 

+  4.7 

+  7.8 

+  6.1 

+  7.7 

+  7.3 

+  6.4 

+  6.8 

+  7.0 

+  7.7 

+  8.9 
+10.4 
+12.3 
+  9.3 
+13.0 
+14.4 
+  16.1 
+  15.2 
+17.4 
+17.3 
+18.2 
+19.9 
+20.6 
+17.3 
+21.1 
+20.5 
+23.4 
+24.3 
+24.6 
+25.4 
+24.7 

+21.7 

+17.1 

+16.1 
+16.9 
+19.2 


Designa- 
tion 
of  B.  M. 


A  8 
IS.; 

a 

i 


20 
21 
22 
8 

2-1 
25 

26 
27 
J« 
S8 

211 
30 
31 
32 
33 
34 

Ei 

35 

30 
37 
38 
39 

40 
41 
12 

(-6 

43 
44 

Me 


Distance 

from 
B.M.BS. 


km. 
-0.135 
0.000 
0.789 
1.788 

2.913 

4.119 
5.325 
6.615 
7.517 
8.523 
9.626 
10.750 
11.871 
13.034 
14.116 
15. 241 
16.  277 
17.398 
18.524 
19.628 
20.753 

21.  878 

22.902 
24.190 

25.375 

26.127 
27.  Ill 
28.078 
29.099 
30. 119 
31.148 

32.186 

33.207 

34.  211 

35.  403 
36.528 
37.305 
38.  430 
39. 555 
40.  679 
41.803 
42.926 
44. 136 
45.260 
46. 384 
47.  510 
48.636 
49.  415 
50.540 
51.626 
52.902 
53.700 
54.  825 

55.891 

"56.964 
58.033 
59. 157 
60.280 


Observed 

elevation 

above 

mean 

sea  level. 


m. 
1432. 1937 
1431. 8444 
1430.3172 
1428.  4254 

1427.  0530 

1425.  8952 
1423.  8520 
1422.  3392 
1420.3766 
1419.  7686 
14ia4464 
1416.  7962 
1415.  4485 
1413.  8436 
1412.  0710 
1410.  8304 
1410.5886 
1406.  4296 
1404. 1864 
1402.  5060 
1400.  7390 

1400.3282 

1400.0382 
1398.  6667 

1397. 1803 

1395. 5499 
1396.1766 
1393.  9620 
1396.  9346 
1398.  2678 
1392.1704 
1388.  5452 

1387. 0166 
1388.  5082 

1384.  5864 

1385.  9575 
1383.  6221 
1383. 3760 
1383.  9494 
1382.  7404 
1381.4137 
1380.  0815 
1378.  6635 
1377.  4667 
1377. 8661 
1377.  4061 
1377.  6129 
1377. 0524 
1375. 8924 
1374.  6426 
1374. 3270 
1373.8435 
1371. 8439 

1372.  4314 


1370. 0572 
1370. 6641 
1371. 7473 


PRECISE   LEVELING,   BKIGHAM   TO  SAN  FRANCISCO. 
Results  of  leveling,  Beowawe  to  Marmol,  Nev. — Continued. 


15 


Date. 


From 

B.  M.  to 

B.  M. 


Distance 
in  kilo- 
meters. 


Difference  of  elevation. 


Forward 
line. 


Back- 
ward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designa- 
tion 
of  B.  M. 


Distance 

from 
B.M.Bj. 


Observed 

elevation 

above 

mean 

sea  level. 


1912. 

July  26-27 

July  27-27 

Do 

Do 

Do 

Do 

Do. 

July  27-29 

July  29-29 

Do 

Do 

Do 

July  30-29 

Do 

Do 

July  30-30 

Do 

Do 

July  30-31 

Do 

July  31-31 

Do 

Do 

Aug.  1-1 

July  31-31 

Do 

July  31-Aug.  1 

Aug.  1-1 

Do 

Do 

Do 

Do, 

Do 

Do 

Aug.  1-2 

Aug.  2-2 

Do 

Do 

Do 

Do 

Do 

Aug.  2-7 

Aug.  7-7 

Do 

Do 

Do 

Do 

Aug.  8-8 

Do 

Do 

Do 

Do 

Do 

Aug.  8-9 

Aug.  9-9 

Do 

Do 

Do 

Do 

Aug.  9-10 

Do 

Aug.  10-10 

Do 

Do 

Do 

Do 

Aug.  12-12 

Do 

Do 

Do 

Do 

Do 

Aug.  12-13 

Aug.  13-13.'.'.'.'.'.'.'.'.'. 

Aug.  12-13 

Aug.  13-13 

Aug.  14-13 

Do .-.. 

Aug.  14-14 

Do 

Do 

Do 

Do 

Do 

Aug.  15-16 

Do 

Do 

Do 

Do 

Do 


48-Ns 
N.-49 
49-50 
50-51 
51-52 
52-53 
53-54 
54-06 
Ob-55 
55-56 
56-57 
57-58 
58-59 
59-60 
60-P« 
60-Ps 
Pt-61 
61-Qe 
Q.-62 
62-63 
63-64 
64-65 
65-R8 
65-R6 
R«-66 
66-67 
67-68 
68-69 
69-S6 
S^70 
70-71 
71-72 
72-73 
73-74 
74-75 
75-76 
76-77 
77-T, 
TV78 
78-79 
79-80 
80-81 
81-82 
82-U. 
U«-83 
83-84 
84-V, 
V„-85 
85-86 
86-87 
87-88 


89-90 

90-91 

91-92 

92-W« 

Wa-93 

93-94 

94-X« 

Xs-95 

95-96 

96-97 

97-98 

98-99 

99-100 

100-Y6 

Y.-101 

101-102 

102-103 

103-104 

104-105 

105-106 

106-107 

107-108 

107-108 

108-Z, 

Z.-109 

109-110 

110-111 

110-111 

111-112 

112-113 

113-114 

114-115 

115-A, 

A7-II6 

116-117 

117-118 

118-119 

119-120 

120121 


0.746 
1.117 
1.125 
1.125 
1.104 
1.083 
1.074 
0.592 
1.111 
1.123 
1.083 
1.081 
1.382 
1.082 
1.079 
1.079 
1.171 
1.080 
1.071 
1.126 
1.125 
1.571 
0.593 
0.593 
1.163 
1.225 
1.127 
1.189 
0.742 
0.386 
1.078 
1.067 
1.127 
1.211 
0.623 
1.227 
1.127 
0.369 
1.150 
1.127 
1.126 
1.124 
1.600 
1.149 
1.067 
1.083 
1.152 
0.483 
1.082 
1.104 
1.047 
1.115 
1.124 
1.131 
0.719 
0.845 
1.455 
1.058 
1.033 
1.108 
1.130 
1.061 
1.148 
1.149 
1.276 
1.109 
1.131 
1.169 
1.093 
1.021 
1.023 
1.023 
1.074 
1.149 
1.149 
1.207 
0.922 
0.965 
1.123 
1.123 
1.162 
1.242 
1.264 
1.234 
1.006 
1.050 
1.128 
1.149 
1.074 
1.092 
1.090 


m. 
+1.2548 
-0.2214 
+0. 1333 
+1.  7874 
+1.3936 
-0.  4026 
-2.2988 
-0. 1409 
+0.5560 
+3.  4737 
-3.  4914 
-1.4976 
+2.3364 
+0.  5804 
-1.  7192 
-1.  7192 
-3.9086 
-3.  6357 
-3.0360 
-4. 0346 
-0.  7076 
-5. 3582 
-4.2825 
-4.2840 
-0.  7238 
-1.3032 
-0. 9509 
-1.4796 
-1.2718 
+0.  4468 
-1.0533 
-0. 5510 
-0.  7044 
-0.6717 
-0. 3847 
-1.0456 
-0. 9627 
-1.2920 
-0.  5194 
-1.0880 
-0. 8732 
-0. 3924 
-0. 2458 
-0.  7518 
+0.  7525 
-0.6881 
+0.  4374 
-0.  7578 
-0. 1218 
-3. 2598 
+0. 3359 
-0.3311 
-0.4178 
-1.8144 
-0.  5895 
+0.  4355 
+3.9316 
+4.5694 
+1.4438 
-1.3363 
-6.0717 
-4.9844 
-1.7314 
-1.3970 
-1.  7297 
-1.5888 
-0.  6166 
+4. 9369 
-0.3814 
+0.8988 
-1.  9309 
-1.1643 
-0.  0976 
-2.7148 
-2.  7094 
-3. 9799 
-2.  0116 
-0.  4894 
+0.  0239 
+0.0281 
+3. 5673 
+4.  4194 
+0.9549 
-0.9820 
-2.3329 
+5. 9959 
-3.1033 
-0.  5484 
-1.1178 
-3. 5743 
-0.6069 


m. 
-1.2530 
+0.  2218 
-0. 1300 
-1.  7847 
-1.3923 
+0.  4054 
+2. 3013 
+0.1417 
-0. 5562 
-3.  4727 
+3.4911 
+1.  4977 
-2.3344 
-0. 5790 
+1.  7232 
+1.7183 
+3. 9071 
+3.  6342 
+3.  0348 
+4.0341 
+0.7068 
+5. 3571 
+4.2863 
+4.2839 
+0.7225 
+1.3009 
+0. 9519 
+1.  4824 
+1.2734 
-0.  4477 
+1.0525 
+0.  5490 
+0.  7038 
+0. 6695 
+0. 3829 
+1.0437 
+0.9618 
+  1.2909 
+0.5155 
+1.0898 
+0. 8748 
+0.3910 
+0.  2440 
+0.  7545 

-a  7511 

+0.  6894 
-0.  4390 
+0.  7584 
+0.1220 
+3.2612 
-0.3331 
+0.3334 
+0.  4156 
+1.8167 
+0.5893 
-0.  4361 
-3. 9321 
-4.5663 
-1.4441 
+1.3338 
+6.  0692 
+4.9824 
+1.  7324 
+1.3981 
+1.  7277 
+1.5878 
+0.  6169 
-4.9380 
+0.3800 
-0. 8974 
+1.9275 
+1. 1646 
+0.0993 
+2.7104 
+2.  7124 
+3. 9795 
+2.0120 
+0.  4896 
-0.0300 
-0.0266 
-3.5689 
-4.  4208 
-0. 9580 
+0.  9807 
+2.3286 
-5.  9949 
+3. 1041 
+0.5488 
+1.1193 
+3. 5779 
+0.6086 


m. 
+1.  2539 
-0.2216 
+0. 1316 
+1.7860 
+1.3930 
-0.  4040 
-2.3000 
-0. 1413 
+0. 5561 
+3.  4732 
-3.  4912 
-1.  4976 
+2.3354 
+0. 5797 

-1.7200 

-3. 9078 
-3. 6350 
-3. 0354 
-4.0344 
-0.  7072 
-5.3576 

-4.2842 

-0.  7232 
-1.3020 
-0.  9514 
-1.  4810 
-1.  2726 
+0.  4472 
-1.0529 
-0.5500 
-0.  7041 
-0.  6706 
-0. 3Si8 
-1.0446 
-0.9622 
-1.2914 
-0.  5174 
-1.0889 
-0. 8740 
-0.3917 
-0. 2449 
-0.  7532 
+0.  7518 
-0.6888 
+0.  4382 
-0.  7581 
-0. 1219 
-3.2605 
+0. 3345 
-0.3322 
-0.  4167 
-1.8156 
-0. 5894 
+0.  4358 
+3.9318 
+4.5678 
+1.4440 
-1.3350 
-6. 0704 
-4.9834 
-1.7319 
-1.3976 
-1.  7287 
-1.5883 
-0. 6168 
+4.9374 
-0. 3807 
+0.  8981 
-1.9292 
-1.1644 
-0. 0984 

-2.  7118 

-3. 9797 
-2.0118 
-0. 4895 

+0.  0272 
+3.  5681 
+4.  4201 
+0. 9564 
-0.9814 
-2.3308 
+5.  9954 
-3. 1037 
-0. 5486 
-1.1186 
-3. 5761 
-0. 6078 


mm. 

mm. 

-1.8 

+17.4 

-0.4 

+  17.0 

-3.3 

+  13.7 

-2.7 

+  11.0 

-1.3 

+  9.7 

-2.8 

+  6.9 

-2.5 

+  4.4 

-0.8 

+  3.6 

+0.2 

+  3.8 

-1.0 

+  2.8 

+0.3 

+  3.1 

-0.1 

+  3.0 

-2.0 

+  1.0 

-1.4 

-  0.4 

+1.5 
+1.5 
+1.2 
+0.5 
+0.8 
+1.1 
-1.9 

+1.3 
+2.3 
-1.0 
-2.8 
-1.6 
+0.9 
+0.8 
+2.0 
+0.6 
+2.2 
+1.8 
+1.9 
+0.9 
+1.1 
+3.9 
-1.8 
-1.6 
+1.4 
+1.8 
-2.7 
-1.4 
-1.3 
+1.6 
-0.6 
-0.2 
-1.4 
-2.8 
-2.3 
+2.2 
-2.3 
+0.2 
+0.6 
+0.5 
-3.1 
+0.3 
+2.5 
+2.5 
+2.0 
-1.0 
-1.1 
+  2.0 
+1.0 
-0.3 
+  1.1 
+  1.4 
-1.4 
+3.4 
-0.3 
-1.7 

+0.7 

+0.4 
-0.4 
-0.2 

+2.3 

+1.6 
+1.4 
+3.1 
+1.3 
+4.3 
-1.0 
-0.8 
-0.4 
-1.5 
-3.6 
-1.7 


-  2.0 

-0.5 
+  1.0 
+  2.2 
+  2.7 
+  3.5 
+  4.6 

+  2.7 

+  4.0 
+  6.3 
+  5.3 
+  2.5 
+  0.9 
+  1.8 
+  2.6 
+  4.6 
+  5.2 
+  7.4 
+  9.2 
+11.1 
+12.0 
+13.1 
+17.0 
+15.2 
+13.6 
+15.0 
+16.8 
+14.1 
+12.7 
+11.4 
+13.0 
+12.4 
+12.2 
+  10.8 
+  8.0 
+  5.7 
+  7.9 
+  5.6 
+  5.8 
+  6.4 
+  6.9 
+  3.8 
+  4.1 
+  6.6 
+  9.1 
+  11.1 
+10.1 
+  9.0 
+  11.0 
+12.0 
+  11.7 
+12.8 
+  14.2 
+12.8 
+16.2 
+15.9 
+14.2 

+14.9 

+15.3 
+14.9 
+14.7 

+17.0 

+18.6 
+20.0 
+23.1 
+24.4 
+28.7 
+27.7 
+26.9 
+26.5 
+25.0 
+21.4 
+19.7 


«1 

62 
(',3 

M 
H 


m 

67 
liS 
69 

B. 

70 
71 
72 
7;; 
74 
75 
7(1 
77 
To 
78 
79 
SO 
SI 
S2 
U« 
83 
S4 

V, 

85 

86 

a 


90 
91 
92 

W6 
93 
94 

X, 
95 


100 
Y, 
101 
102 
103 
104 
105 
106 
107 

108 

Z, 
109 
110 

111 

112 
113 
114 
115 
A, 
116 
117 
118 
119 
120 
121 


km. 

61.026 

62.143 

63.268 

64. 393 

65.497 

66.580 

67.654 

6X246 

69. 357 

70.480 

71.563 

72. 644 

74.026 

75. 108 

76. 187 

77.358 
78.438 
79.509 
80.635 
81.760 
83.331 

83.924 

85.087 
86.312 
87.  439 
88.628 
89.370 
89.  756 
90.834 
91.901 
93.028 
94.239 
94.862 
96.089 
97.216 
97.585 
98.735 
99.862 
100.988 
102. 112 

103.  712 

104.  861 
105. 928 
107.011 
108. 163 
108.646 
109.728 
110.832 
111.879 
112.  994 
114.118 
115.249 
115.968 
116.  813 
118.268 
119.326 
120.359 
121.  467 
122.597 
123.658 
124.806 
125. 955 
127. 231 
128. 340 

129.  471 

130.  640 

131.  733 

132.  754 

133.  777 
134.800 
135. 874 
137. 023 
138. 230 
139. 152 
140.117 

141.240 

142.  402 

143.  644 
144.908 
146.142 
147. 148 
148.198 
149.326 
150.  475 
151.549 
152.641 
153.731 


m. 
1373. 0012 

1372.  7796 
1372.9112 
1374.  6972 
1376. 0902 
1375. 6862 

1373.  3862 
1373. 2449 
1373.  8010 
1377. 2742 
1373.  7830 

1372.  2854 
1374. 6208 
1375. 2005 

1373.  4805 

1369.  5727 
1365. 9377 
1362. 9023 
1358. 8679 
1358. 1607 
1352. 8031 

1348. 5189 

1347.  7957 
1346.  4937 
1345. 5423 
1344.  0613 
1342.  7887 
1343. 2359 
1342. 1830 
1341.6330 
1340. 9289 
1340.  2583 
1339.  8745 
1338.  8299 
1337.  8677 
1336. 5763 
1336. 0589 
1334. 9700 
1334.0960 
1333.  7043 
1333.  4594 

1332.  7062 

1333.  4580 
1332.  7692 
1383.2074 
1332.  4493 
1332.  3274 
1329.  0669 
1329.4014 

1329.  0692 

1328.  6525 
1326.  8369 
1326.  2475 
1326.  6833 

1330.  6151 
1335. 1829 
1336.  6269 
1335.  2919 

1329.  2215 
1321.  Zisi 
1322. 5062 
1321. 1086 
1319. 3799 

1317.  7916 
1317. 1748 
1322. 1122 

1321.  7315 

1322.  6296 
1320.  7004 
1319.  5360 
1319. 4376 

1316. 7258 

1312.  7461 
1310.  7343 
1310. 2448 

1310.  2720 

1313. 8401 
1318. 2602 
1319.  2166 
1318.2352 
1315.  9044 
1321. 8998 

1318.  7961 
1318. 2475 
1317. 1289 
1313. 5528 
1312.9450 


16 


V.   S.   COAST  AND  GEODETIC   SUKVEY   SPECIAL  PUBLICATION   NO.   22. 
Results  of  leveling,  Beowawe  to  Marmol,  Nev. — Continued. 


Date. 


Difference  of  elevation. 

Discrepancy. 

Distance 

Designa- 

Distance 

Observed 

From 

elevation 

B.  M.  to 

In  kilo- 

Back- 

Total 

tion 

from 

above 

B.  M. 

meters. 

Forward 

ward 

Mean. 

Par- 

accu- 

of B.  M. 

B.M.Bo. 

mean 

line. 

line. 

tial. 

mu- 

sea level. 

lated. 

TO. 

TO. 

TO. 

TOTO. 

mm. 

km. 

m. 

121-122 

0.752 

-0.  6695 

+0. 6715 

-0. 6705 

-2.0 

+17.7 

122 

154.  483 

1312. 2745 

122-B7 

1.433 

-2. 5391 

+2.5414 

-2. 5402 

-2.3 

+  15.4 

B, 

155.  916 

1309.  7343 

Bt-123 

1.089 

+0. 2796 

-0.2806 

+0.2801 

+1.0 

+16.4 

123 

157.005 

1310. 0144 

123-124 

1.022 

-1.5328 

+1.5338 

-1.5333 

-1.0 

+15.4 

124 

158.  027 

1308.  4811 

124-125 

1.151 

-0.  4518 

+0.  4554 

-0.4536 

-3.6 

+11.8 

125 

159. 178 

1308.  0275 

125-126 

1.111 

+0.2099 

-0. 2074 

+0.2086 

-2.5 

+  9.3 

126 

160.289 

1308.  2361 

126-127 

1.093 

-0.  7147 

+0. 7153 

-0.  7150 

-0.6 

+  8.7 

127 

161. 382 

1307.  5211 

127-128 

1.093 

+0.5837 

-0.5868 

+0.5852 

+3.1 

+  11.8 

128 

162. 475 

1308. 1063 

128-129 

1.023 

+4. 1021 

-4.1000 

+4. 1010 

-2.1 

+  9.7 

129 

163. 498 

1312.  2073 

I29-C7 
129-C, 

1.127 
1.127 

+5.4827 
+5. 4820 

-5.4778 
-5. 4803 

}    +5.4807 

-3.4 

+  6.3 

C7 

164. 625 

1317.6880 

Ct-130 

1.074 

+2. 8736 

-2.8701 

+2. 8718 

-3.5 

+  2.8 

130 

165. 699 

1320.5598 

130-131 

1.136 

-0.6556 

+0.6564 

-0.6560 

-0.8 

+  2.0 

131 

166.835 

1319. 9038 

131-132 

1.077 

-2. 1108 

+2. 1142 

-2. 1125 

-3.4 

-  1.4 

132 

167. 912 

1317. 7913 

132-133 

1.123 

-4.5630 

+4.5653 

-4.5642 

-2.3 

-  3.7 

133 

169.035 

1313.2271 

133-134 

1.165 

-4. 6106 

+4. 6101 

-4. 6104 

+0.5 

-  3.2 

134 

170.200 

1308.  6167 

134-135 

1.128 

+2. 5103 

-2.5099 

+2.  5101 

-0.4 

-  3.6 

135 

171.328 

1311. 1268 

135-D; 

1.010 

-3.3043 

+3.3043 

-3.3043 

0.0 

-  3.6 

D, 

172.338 

1307.  8225 

Dj-136 

1.049 

+3.6160 

-3. 6175 

+3. 6168 

+1.5 

-  2.1 

136 

173.387 

1311.4393 

136-137 
136-137 

1.030 
1.030 
1.109 

-2.2695 
-2. 2738 
-4. 3987 

+2.2730 

\    -2.2723 
-4.4004 

-1.4 
-3.5 

-  3.5 

-  7.0 

137 
138 

174.417 
175. 526 

1309. 1670 

137-138 

+4.4022 

1304.7666 

138-139 

1.150 

-0.4110 

+0.4098 

-0.4104 

+  1.2 

-  5.8 

139 

176. 676 

1304.3562 

139-140 

1.076 

+0.0652 

-0.0610 

+0.0631 

-4.2 

-10.0 

140 

177.  752 

1304. 4193 

140-141 
140-141 

1.092 
1.092 

+4. 2895 
+  4.2868 

-4.2850 
-4. 2876 

}    +4.2872 

-1.9 

-11.9 

141 

178.844 

1308.7065 

141-E, 

1.217 

+  1.7726 

-1.7723 

+  1.7724 

-0.3 

-12.2 

E7 

180.061 

1310. 4789 

Et-142 
E,-142 

1.151 
1.151 

-3.8634 
-3.8630 

+3.8684 
+3.8667 

\    -3.8654 

-4.4 

-16.6 

142 

181. 212 

1306. 6135 

142-143 

1.056 

-4.2296 

+4.2337 

-4.2316 

-4.1 

-20.7 

143 

182.268 

1302. 3819 

143-144 

1.092 

-4.4124 

+4.4128 

-4.4126 

-0.4 

-21.1 

144 

183.360 

1297. 9693 

144-145 

1.091 

-1.1839 

+1. 1797 

-1. 1818 

+4.2 

-16.9 

145 

184.  451 

1296. 7875 

145-146 

1.038 

+  1.2921 

-1.2919 

+  1.2920 

-0.2 

-17.1 

146 

185.  489 

1298. 0795 

146-147 

0.985 

-2.9454 

+2.9465 

-2.9460 

-1.1 

-18.2 

147 

186.  474 

1295. 1335 

147-F, 

0.528 

+0.  7161 

-0.  7173 

+0. 7167 

+1.2 

-17.0 

F, 

187.002 

1295.8502 

F,-148 

1.145 

+2.4605 

-2. 4601 

+2.4603 

-0.4 

-17.4 

148 

188. 147 

1298.  3105 

148-149 

1.102 

-4.6630 

+4. 6616 

-4.6623 

+  1.4 

-16.0 

149 

189. 249 

1293.  6482 

149-150 

1.163 

-3.1999 

+3.2005 

-3.2002 

-0.6 

-16.6 

150 

190. 412 

1290.4480 

150-151 

1.139 

-1.4830 

+  1.4836 

-1.4833 

-0.6 

-17.2 

151 

191.551 

1288.9647 

151-152 

1.092 

+  1.0622 

-1.0608 

+  1.0615 

-1.4 

-18.6 

152 

192. 643 

1290. 0262 

152-G7 

1.043 

-2.8917 

+2.8956 

-2. 8936 

-3.9 

-22.5 

G7 

193.686 

1287. 1326 

G7-153 

1.123 

-4.4009 

+4.4024 

-4.4016 

-1.5 

-24.0 

153 

194.809 

1282.  7310 

153-154 

1.093 

-2.1886 

+2.1906 

-2. 1896 

-2.0 

-26.0 

154 

195.902 

1280. 5414 

154-155 

1.093 

-2.2233 

+2.2229 

-2.  2231 

+0.4 

-25.6 

155 

196.995 

1278. 3183 

155-156 

1.090 

-1.5668 

+  1.5708 

-1.5688 

-4.0 

-29.6 

156 

198.085 

1276. 7495 

156-157 

1.057 

-0.2252 

+0. 2270 

-0.2261 

-1.8 

-31.4 

157 

199.142 

1276.  5234 

157-158 

1.071 

-0. 2439 

+0. 2457 

-0.  2448 

-1.8 

-33.2 

158 

200.213 

1276. 2786 

158-H7 

0.592 

+  1.9917 

-1.9923 

+  1.9920 

+0.6 

-32.6 

H, 

200.805 

1278.  2706 

Hr-159 

1.083 

+0.  7198 

-0. 7174 

+0.  7186 

-2.4 

-35.0 

159 

201.888 

1278. 9892 

159-160 

1.092 

+2.4203 

-2. 4185 

+2.4194 

-1.8 

-36.8 

160 

202.980 

1281.4086 

160-161 

1.033 

+0. 3713 

-0. 3714 

+0.3714 

+0.1 

-36.7 

161 

204.013 

1281.  7800 

161-162 

1.005 

+4.0300 

-4.0269 

+4.0284 

-3.1 

-39.8 

162 

205.018 

1285.8084 

162-163 

1.126 

+4. 4149 

-4. 4129 

+4.4139 

-2.0 

-41.8 

163 

206.144 

1290.2223 

163-164 

1.061 

+3.0460 

-3.0441 

+3.0450 

-1.9 

-43.7 

164 

207.205 

1293.  2673 

164-165 

1.130 

-4.5058 

+4.5054 

-4.5056 

+0.4 

-43.3 

165 

208.335 

1288.7617 

165-166 

1.145 

-0. 5874 

+0. 5892 

-0.5883 

-1.8 

-45.1 

166 

209.480 

1288. 1734 

166-167 

1.092 

-0.  5722 

+0.5691 

-0.  5706 

+3.1 

-42.0 

167 

210.  572 

1287.6028 

167-168 

0.987 

+  1.5791 

-1.5792 

+  1.5792 

+0.1 

-41.9 

168 

211.559 

1289. 1820 

168-Ij 

0.864 

+0.5005 

-0. 4987 

+0. 4996 

-1.8 

-43.7 

I7 

212.423 

1289. 6816 

Ij-169 

0.765 

-2.6095 

+2.6098 

-2.6096 

-0.3 

-44.0 

169 

213. 188 

1287. 0720 

169-170 

0.913 

+0. 9245 

-0. 9241 

+0.  9243 

-0.4 

-44.4 

170 

214. 101 

1287.9953 

170-171 

1.059 

+4.1060 

-4. 1051 

+4.1056 

-0.9 

-45.3 

171 

215. 160 

1292. 1019 

171-172 

1.075 

+  1.1651 

-1. 1675 

+  1.1663 

+2.4 

-42.9 

172 

216.235 

1293.  2682 

172-173 

1.207 

+4.8255 

-4. 8235 

+4.8245 

-2.0 

-44.9 

173 

217.442 

1298. 0927 

173-174 

0.655 

+  1.9798 

-1.9789 

+  1.9794 

-0.9 

-45.8 

174 

218. 097 

1300. 0721 

174-J, 

1.191 

+3.6638 

-3.6607 

+3.6622 

-3.1 

-48.9 

J7 

219.288 

1303.  7343 

J7-175 

0.592 

+3. 5901 

-3. 5892 

+3.5896 

-0.9 

-49.8 

175 

219.880 

1307. 3239 

175-176 

1.210 

-2.2699 

+2.2695 

-2.2697 

+0.4 

-49.4 

176 

221.090 

1305. 0542 

176-177 

1.208 

-4. 8292 

+4.8280 

-4.8286 

+  1.2 

-48.2 

177 

222. 298 

1300. 2256 

177-178 

1.144 

-4. 4991 

+4. 4975 

-4.4983 

+  1.6 

-46.6 

178 

223.  442 

1295.  7273 

178-K, 

0.374 

-1.9342 

+1.9345 

-1.9344 

-0.3 

-46.9 

K7 

223.816 

1293.  7929 

Kt-179 

1.168 

+0. 9521 

-0. 9510 

+0. 9516 

-1.1 

-48.0 

179 

224.984 

1294. 7445 

179-180 

1.207 

-0. 1227 

+0. 1210 

-0. 1218 

+  1.7 

-46.3 

180 

226.191 

1294.  6227 

180-L, 

1.178 

+0.9295 

-0. 9287 

+0. 9291 

-0.8 

-47.1 

L7 

227. 369 

1295. 5518 

L7-I8I 

0.808 

+1.4951 

-1. 4945 

+  1.4948 

-0.6 

-47.7 

181 

228. 177 

1297.0466 

181-182 

1.041 

+0.6502 

-0.6504 

+0.6503 

+0.2 

-47.5 

182 

229.218 

1297.6909 

182-M; 

0.932 

-2.2268 

+2.2295 

-2.2282 

-2.7 

-50.2 

M7 

230.150 

1295. 4687 

M7-N7 

1.096 

-1.6638 

+1.6610 

-1.6624 

+2.8 

-47.4 

N7 

231.246 

1293.8063 

Nt-183 

0.967 

+1.7460 

-1.7468 

+1.7464 

+0.8 

-46.6 

183 

232.213 

1295.5527 

183-184 

1.059 

+3.7325 

-3. 7316 

+3.  7320 

-0.9 

-47.5 

184 

233.272 

1299.2847 

I84-O7 

1.192 

+0.0600 

-0.0607 

+0.0604 

+0.7 

-46.8 

O, 

234.464 

1299. 3451 

Ot-185 

0.798 

-3. 6194 

+3. 6214 

-3.6204 

-2.0 

-48.8 

185 

235.262 

1295.  7247 

185-186 

0.912 

-3. 3681 

+3.3680 

-3.3680 

+0.1 

-48.7 

Ig 

236.174 

1292. 3567 

I86-P7 

1.022 

-2.8886 

+2. 8917 

-2. 8902 

-3.1 

-51.8 

237.196 

1289.4665 

Pt-187 
Pt-187 

0.111 
0.111 

-1.5662 
-1.5662 

+  1.5654 
+  1.5658 

}    -1.5659 

+0.6 

-51.2 

187 

237.307 

1287.9006 

187-188 
187-188 

1.164 
1.164 

-4.0052 
-4.0002 

+3.9971 
+3.9985 

\     -4.0002 

+4.9 

-46.3 

188 

238.471 

1283.9004 

1912. 

Aug.  15-16 

Aug.  16-16 

Do 

Do 

Do 

Do 

Do 

Aug.  16-17 

Aug.  17-17 

Do 

Aug.  19-19 

Aug.  17-17 

Do 

Do 

Do 

Aug.  17-19 

Aug.  19-19 

Do 

Do 

Do 

Aug.  20 

Aug.  19-19 

Aug.  20-20 

Do 

Aug.  20-21 

Aug.  22-22 

Aug.  21-21 

Do 

Aug.  22-22 

Aug.  21-21 

Do 

Do 

Aug.  21-22 

Aug.  22-22 

Do 

Do 

Aug.  23-23 

Do 

Do 

Do 

Do 

Aug.  24-24 

Do 

Do 

Do 

Do 

Aug.  24-26 

Aug.  26-26 

Do 

Do 

Do 

Aug.  26-28 

Aug.  28-28 

Do 

Do 

Do 

Do 

Sept.  5-5 

Do 

Do 

Do 

Do 

Do 

Do 

Sept.  10-10 

Do 

Do 

Do 

Do 

Do 

Sept.  10-11 

Do 

Do 

Do 

Sept.  11-11 

Do 

Do 

Do 

Do 

Sept.  11-12 

Sept.  12-12 

Do 

Do 

Do 

Do 

Sept.  13-13 

Sept.  3-12 

Sept.  12-13 


PRECISE    LEVELING,   BEIGHAM    TO   SAN   FRANCISCO. 
Results  of  leveling,  Beowawe  to  Marmol,  Nev. — Continued. 


17 


Date. 


From 

B.M.  to 

B.  M. 


Distance 
in  kilo- 
meters. 


Difference  ot  elevation. 


Forward 
line. 


Back- 
ward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designa- 
tion 
of  B.  M. 


Distance 

from 
B.  M.  B«. 


Observed 

elevation 

above 

mean 

sea  level. 


Sept.  3 

Sept.  12-13. 

Sept.  12 

Sept.  13-13. 
Sept.  3-12.. 

Do 

Do 

Sept.  7-9... 
Sept.  13-13. 
Sept. 7-9... 
Sept.  9-9... 
Sept.  7-9... 

Do 

Do 

Do 

Do 

Do 

Do 

Sept.  9-9... 
Sept.  7-9... 
Sept.  9-9... 

Do 

Sept.  7-7... 
Sept.  13-14. 
Sept.  14-14. 

Do 

Do 

Do 

Do 

Do 

Do 

Sept.  6-6... 

Do 

Do 

Do 

Do 

Sept.  16-16. 

Do 

Do 

Do 

Do 

Sept.  6-16. . 
Sept.  16-16. 
Sept.  17-17. 
Sept.  16-17. 
Sept.  17-17. 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Sept.  17-18. 
Sept.  18-18. 

Do 

Do 

Do 

Do 

Sept.  19-19. 

Do 

Do 

Do 

Do 

Sept.  19-20. 
Sept.  20-20. 

Do 

Do 

Sept.  21-21 . 
Sept.  20-20. 

Do 

Sept.  20-21 . 
Sept.  21-21 . 

Do 

Do 

Do 

Do 

Sept.  23-23. 

Do 

Do 

Do 

Do 

Do 

Sept.  24-24. . 

Do 

Sept.  25-25. . 

Do 

Do 

Do 


1912. 


188-189 
188-189 
189-190 
189-190 
190-191 
191-192 
192-Q, 
Qt-193 
Qt-193 
193-194 
193-194 
194-195 
195-196 
196-197 
197-198 
198-Rj 
R7-199 
199-200 
199-200 
200-201 
201-202 
202-203 
203-204 
204-  Sf 
St-205 
206-206 
206- T, 
T,-U, 
Ut-207 
207-308 
208-  V7 
V,-209 
209-210 
210-211 
211-212 
212-213 
213-W7 
Wr-214 
214-215 
215-216 
216-217 
217-218 
218-219 
218-219 
219- X7 
X7-220 
220-221 
221-222 
222-223 
223-224 
224-225 
225- Y, 
Yt-226 
22(3-227 
227-228 
228-229 
229-230 
230-  Z7 
Zj-231 
231-232 
232-233 
233-234 
234-235 
235- A, 
Ad-236 
236-237 
237-"38 
238-r39 
238-239 
239-240 
240-241 
241-242 
242-243 
243-244 
244- B> 
Bs-245 
245-246 
246-247 
247-248 
248-249 
249-250 
250-251 
251-252 
252-Cg 
Ct-253 
253-254 
254-255 
255-256 
256-Di 


1.081 
1.081 
1.084 
1.084 
1.154 
1.020 
0.445 
1.354 
1.354 
1.025 
1.025 
1.023 
0.914 
1.096 
1.097 
0.502 
0.978 
1.076 
1.076 
1.133 
0.914 
1.153 
1.479 
0.509 
1.176 
1.021 
1.024 
0.915 
1.127 
1.095 
1.038 
1.064 
1.188 
1.173 
1.172 
1.268 
0.532 
1.124 
1.114 
1.020 
1.147 
1.092 
1.094 
1.094 
0.653 
1.134 
1.023 
1.087 
1.022 
1.090 
1.O90 
0.345 
1.095 
0.546 
1.093 
1.077 
1.093 
0.578 
1.161 
1.084 
1.123 
1.123 
1.082 
1.049 
0.924 
1.122 
1.118 
1.084 
1.084 
1.083 
0.898 
1.099 
1.202 
1.203 
0.847 
1.097 
1.210 
1.117 
1.124 
1.184 
1.082 
1.082 
0.774 
0.690 
0.929 
1.100 
1.101 
1.099 
1.142 


m. 

-4.6136 
-4.6091 

(') 
-4.5524 
-3.  7517 
-2. 8950 
-1.1388 
-0.6220 
-0.6211 
+2.1304 
+2.1334 
-4.6511 
-3. 2336 
-4.3969 
-4.5496 
-2. 6440 
-2. 6070 
-4.4128 
-4.4204 
-4.7911 
-3. 2653 
-4. 8945 
-4. 9788 
-3.4568 
-0. 5375 
-2. 0262 
-1.2848 
-0.  7933 
-1.2404 
-2. 1071 
-1.0383 
-1.2286 
-2. 4752 
-1.6800 
-1.5742 
+0.5333 
-1.8853 
-1.6945 
-1.7965 
+0.0979 
-2.3073 
-0.7300 
-2.5886 
-2.5841 
-0. 3203 
-1.1678 
+2.6086 
+  1.7589 
-0. 3349 
-3.3961 
+2.4267 
+  1.5125 
-0. 1651 
-0.8048 
+4. 1821 
-3.0319 
-0. 1881 
+0.2007 
-2.5947 
-1.8549 
+0.0670 
+0. 0613 
-0. 4123 
+0.  8079 
+0. 0357 
+0.0606 
-2.0199 
-3.0219 
-3.0239 
-1.0357 
-1.1427 
-0.  7426 
-0.4717 
-0. 5772 
+  1.2909 
+3.5358 
-0.4054 
+0.4064 
-1.4319 
-1.9903 
+1.4090 
-2. 1471 
-1.4105 
+0.0610 
-0.  4038 
-0.  7773 
+1. 1231 
+1. 1464 
+0. 3237 


m. 

(') 
+4.6091 
+4.5544 
+4.5564 
+3. 7505 
+2.8921 
+1. 1387 
+0.6150 
+0. 6193 
-2.1400 
-2. 1359 
+4.6505 
+3.2311 
+4. 3988 
+4.5461 
+2.6444 
+2.  6093 
+4.4201 
+4.4188 
+4.7921 
+3.2659 
+4.  8934 
+4. 9789 
+3.4584 
+0. 5341 
+2. 0273 
+  1.2869 
+0.  7927 
+  1.2409 
+2. 1058 
+  1.0375 
+  1.2253 
+2.4742 
+  1.6787 
+1.5742 
-0. 5342 
+  1.8853 
+  1.6951 
+  1.7937 
-0.0998 
+2.3086 
+0.  7271 
+2.5847 
+2. 5871 
+0. 3212 
+  1.1678 
-2. 6073 
-1.7590 
+0.3356 
+3.3943 
-2. 4264 
-1.5140 
+0. 1672 
+0. 8039 
-4. 1827 
+3.0300 
+0. 1921 
-0. 2070 
+2. 5943 
+  1.8566 
-0.0631 
-0. 0614 
+0. 4142 
-0.8041 
-0.0344 
-0.0592 
+2.0177 
+3.0263 
+3.0229 
+  1.0348 
+  1.1438 
+0. 7445 
+0. 4727 
+0. 5776 
-1.2888 
-3.5384 
+0.  4031 
-0.4062 
+  1.4300 
+  1.9906 
-1. 4079 
+2. 1475 
+1.  4097 
-0.0636 
+0. 4016 
+0. 7767 
-1. 1232 
-1.1441 
-0.3234 


m. 
-4. 6102 

-4.5539 

-3.7511 
-2. 8936 
-1. 1388 

-0. 6194 

+2.1350 
-4.6508 
-3. 2324 
-4. 3978 
-4.  5478 
-2.6442 
-2. 6082 

-4. 4180 
-4.  7916 
-3.2656 
-4. 8940 
-4. 9788 
-3.4576 
-0. 5358 
-2.0268 
-1.2858 
-0.  7930 
-1.2406 
-2. 1064 
-1.0379 
-1.2270 
-2. 4747 
-1.6794 
-1.5742 
+0.5338 
-1.8853 
-1.6948 
-1.7951 
+0.0988 
-2.3080 
-0.7286 

-2.5862 

-0.3208 
-1.1678 
+2.6080 
+  1.7590 
-0.3352 
-3. 3952 
+2.  4266 
+1.5132 
-0. 1662 
-0.8044 
+4. 1824 
-3. 0310 
-0. 1901 
+0.2068 
-2. 5945 
-1.8558 
+0.0650 
+0.0614 
-0.4132 
+0.8060 
+0.0350 
+0.0599 
-2.0188 

-3.0238 

-1.0352 
-1.1432 
-0.  7436 
-0. 4722 
-0. 5774 
+1.2898 
+3. 5371 
-0.4042 
+0.4063 
-1.4310 
-1.9904 
+1.4084 
-2. 1473 
-1.4101 
+0. 0623 
-0.  4027 
-0.  7770 
+1. 1232 
+1. 1452 
+0. 3236 


mm. 
+2.3 

-3.0 

+1.2 

+2.9 
+0.1 

+4.4 

+6.1 

+0.6 
+2.5 
-1.9 
+3.5 
-0.4 
-2.3 

-2.8 

-1.0 
-0.6 
+  1.1 
-0.1 
-1.6 
+3.4 
-1.1 
-2.1 
+0.6 
-0.5 
+  1.3 
+0.8 
+3.3 
+  1.0 
+  1.3 

0.0 
+0.9 

0.0 
-0.6 
+2.8 
+  1.9 
-1.3 
+2.9 

+0.5 

-0.9 

0.0 

-1.3 

+0.1 
-0.7 
+  1.8 
-0.3 
+  1.5 
-2.1 
+0.9 
+0.6 
+  1.9 
-4.0 
+0.3 
+0.4 
-1.7 
-3.9 
+0.1 
-1.9 
-3.8 
-1.3 
-1.4 
+2.2 

-1.7 

+0.9 
-1.1 
-1.9 
-1.0 
-0.4 
-2.1 
+2.6 
+2.3 
-0.2 
+  1.9 
-0.3 
-1.1 
-0.4 
+0.8 
+2.6 
+2.2 
+0.6 
+0.1 
-2.3 
-0.3 


mm. 
-44.0 

-47.0 

-45.8 
-42.9 
-42.8 


-32.3 

-31.7 
-29.2 
-31.1 
-27.6 
-28.0 
-30.3 

-33.1 

-34.1 

-34.7 
-33. 6 
-33.7 
-35.3 
-31.9 
-33.0 
-35.1 
-34.5 
-35.0 
-33.7 
-32.9 
-29.6 
-28.6 
-27.3 
-27.3 
-26.4 
-26.4 
-27.0 
-24.2 
-22.3 
-23.6 
-20.7 

-20.2 

-21.1 
-21.1 
-22.4 
-22.3 
-23.0 
-21.2 
-21.5 
-20.0 
-22.1 
-21.2 
-20.6 
-18.7 
-22.7 
-22.4 
-22.0 
-23.7 
-27.6 
-27.5 
-29.4 
-33.2 
-34.5 
-35. 9 
-33.7 

-35.4 

-34.5 
-35. 6 
-37.5 
-38.5 
-38.9 
-41.0 
-38.4 
-36.1 
-36.3 
-34.4 
-34.7 
-35.8 
-36.2 
-35.4 
-32.8 
-30.6 
-30.0 
-29.9 
-32.2 
-32.5 


189 

190 

191 
192 
Q7 
193 

194 

195 
196 
197 
198 
R7 
199 

200 

201 
202 
203 
204 

87 
205 
206 

T, 

U, 
207 
208 

V7 
209 
210 
211 
212 
213 
W7 
214 
215 
216 
217 
218 

219 

X7 
220 
221 
222 
223 
224 
225 
Y, 
226 
227 
228 
229 
230 
Z7 
231 
232 
233 
234 
235 
A, 
236 
237 
238 

239 

240 
241 
242 
243 
244 

B, 
245 
246 
247 
248 
249 
250 
251 
252 

Cs 
253 
254 
255 
256 
D, 


km. 
239.552 

240.636 

241.790 
242.810 
243.255 
244.609 

245.634 

246.657 
247. 571 
248.667 
249.764 
250.326 
251.304 

252.380 

253.513 
254. 427 
255.580 
257. 059 
257.568 
258.  744 
259.765 
260.  789 
261. 704 

262.  831 

263.  926 
264.964 
266. 028 
267. 216 

268.  389 

269.  561 
270.829 
271. 361 
272.485 
273.  599 
274. 619 
275. 766 
276.858 

277.952 

278.605 

279.  739 

280.  762 
281.849 
282. 871 
283.961 
285.051 
285.396 
286.491 
287. 037 
288.130 
289.207 
290.300 
290.878 
292. 039 
293.123 
294.246 
295. 369 
296.451 
297.500 
298. 424 
299.546 
300.664 

301. 748 

302.831 
303.729 
304.828 
306.  030 
307.233 
308.080 
309.177 
310. 387 
311.504 
312. 628 
313. 812 
314. 894 
315.976 
316. 750 
317.  440 
318. 369 
319.  469 
320. 570 
321. 669 
322.811 


1279. 2902 

1274. 7363 

1270. 9852 
1268. 0916 
1266. 9528 
1266.3334 

1268.4684 

1263. 8176 
1260.  5852 
1256. 1874 
1251. 6396 
1248. 9954 
1246.3872 

1241.9692 

1237. 1776 
1233. 9120 
1229.  0180 
1224. 0392 
1220.5816 
1220. 0458 
1218.0190 
1216.  7332 
1215. 9402 
1214. 6996 
1212. 5932 
1211.5553 
1210.3283 
1207.8536 
1206. 1742 
1204.6000 
1205. 1338 
1203. 2485 
1201. 5537 
1199.  7586 
1199.8574 
1197.5494 
1196.8208 

1194.2346 

1193.9138 
1192.  7460 
1195.3540 
1197. 1130 
1196.7778 
1193.3826 
1195.8092 
1197.3224 
1197. 1562 
11%.  3518 
1200.5342 
1197.5032 
1197.3131 
1197.5199 
1194.9254 
1193.0696 
1193. 1346 
1193.1960 

1192.  7828 
1193.5888 

1193.  6238 
1193.6837 
1191.6649 

1188.6411 

1187.6059 
1186.4627 
1185.  7191 
1185.2469 
1184.6695 
1185.9593 
1189.4964 
1189.0922 
1189. 4985 
1188. 0675 
1186.0771 
1187.4855 
1185.3382 
1183. 92S1 
1183.9904 
1183.5877 
1182. 8107 
1183.9339 
1185. 0791 
1185.4027 


53167°— 14- 


Rejected  in  field. 


18 


U.   S.    COAST   AND   GEODETIC    SURVEY    SPECIAL   PUBLICATION    NO.    22. 

Results  of  leveling,  Beowawe  to  Marmol,  Nev. — Continued. 


Date. 


From 

B.  M.  to 

B.  M. 


Distance 
in  kilo- 
meters. 


Difference  of  elevation. 


Forward 
line. 


Back- 
ward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designa- 
tion 
ofB.  M. 


Distance 

from 
B.M.  Bi. 


Observed 

elevation 

above 

mean 

sea  level. 


1912. 


Sept.  25-26 

Sept.  26-26 

Do 

Do 

Do 

Sept.  30-30 

Do 

Do 

Sept.  30-Oct.  1. 

Do 

Do 

Do 

Oct.  1-1 

Do 

Do 

Do 

Do 

Oct.  1-2 

Do 

Do 

Do 

Do 

Oct  2-2 

Do 

Do 

Do 

Oct.  2-3 

Do 

Do 

Do 

Do 

Oct.  3-3 

Do 

Do 

Do 

Do 

Do 

Do 

Oct.  4-4 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

Oct  5-5 

Do 

Do 

Oct.  8-8 

Do 

Do 

Do 

Do 

Do 

Oct  11-11 

Do 

Oct.  11-10 

Do 

Do 

Oct.  11-12 

Do 

Do 

Do 

Do 

Do 

Oct.  12-12 

Do 

Do 

Do 

Do 

Oct.  14-14 

Do 

Do 

Do.. ....... 

Do 

Do 

Oct  15-15 

Do 

Do 

Oct.  15 

Oct  15-15 

Do 

Oct.  16 

Oct  16-16 

Do 

Do 

Do 


D(r-257 

257-258 

258-259 

259-Es 

Es-260 

260-261 

261-262 

262-Fs 

Fg-263 

263-264 

264-Gs 

Gs-265 

265-266 

206  267 

267-H8 

Hs-268 

268-269 

269-270 

270-271 

271-272 

272-273 

273-274 

274-Is 

Is-275 

275-Ja 

Js-276 

276-277 

277-278 

278-Ks 

K»-279 

279- Ls 

Ls-280 

280-281 

281-282 

282-283 

283-284 

284-Ms 

Ms-285 

285-286 

286-N« 

Ns-287 

287-Os 

On-288 

288-Ps 

P»-289 

289-290 

290-291 

291-Q8 

Q»-292 

292-Ra 

Rs-Ss 

Ra-Ss 

S«-293 

293-294 

294-295 

295-296 

296-297 

297-298 

298-Ts 

Ts-299 

299-300 

300-Us 

U«-V8 

VfrW8 

Ws-301 

301-302 

302-303 

303-304 

304-Xs 

Xg-Ys 

Yb-305 

305-306 

306-Z8 

Z.-307 

307-308 

308-309 

309-310 

310-311 

311-  Ag 

A,-312 

Aj-312 

312-313 

313-314 

313-314 

314-315 

315-316 

315-316 

316-317 

317-318 

318-  B, 


1.101 
0.982 
1.079 
0.807 
1.044 
0.950 
1.101 
0.862 
1.080 
1.081 
0.509 
1.160 
0.869 
1.083 
1.182 
1.318 
1.165 
1.185 
1.243 
1.207 
1.209 
1.208 
0.997 
1.375 
1.203 
1.098 
1.118 
1.104 
0.487 
1.116 
0.470 
0.830 
1.089 
1.083 
1.0S4 
1.084 
0.748 
1.130 
1.087 
0.709 
1.132 
1.115 
1.123 
0.512 
1.137 
1.125 
1.125 
0.895 
1.202 
1.503 
0.211 
0.211 
1.072 
0.843 
1.104 
1.082 
1.023 
0.926 
1.017 
1.071 
1.211 
1.174 
1.151 
0.685 
1.187 
1.120 
1.102 
1.095 
1.221 
0.358 
0.970 
1.169 
1.090 
1.139 
1.144 
1.168 
1.208 
1.207 
1.205 
0.876 
0.876 
0.709 
1.116 
1.116 
1.105 
1.121 
1.121 
0.722 
1.164 
1.193 


m. 
+0.2330 
+0.3870 
+0. 2606 
+2.8492 
+3.9296 
+0.0110 
-4.  2127 
-0. 1376 
+0.0859 
+0. 8930 
+0. 2457 
+1.  5332 
+3. 1794 
+4.2149 
+0. 1546 
+4.6527 
+0.  4021 
+1.6998 
+2. 7519 
+0.0693 
-0. 1477 
+2.9402 
-0. 1520 
+0. 4836 
+4. 5023 
+1.6505 
-0. 1074 
+3. 1041 
-0. 4508 
-0.3264 
-0.3600 
+3. 3050 
+4.3018 
+3. 7991 
+3. 5958 
+2. 2793 
+0.  4864 
+3. 3607 
+1.6196 
-0.0919 
-1.3081 
+0.0407 
+0. 2393 
-0. 1431 
+5.0789 
+4.9205 
+3. 7272 
+2.6394 
+5. 6800 
+1.3733 
+0. 7100 
+0. 7107 
-0.0376 
+3.7718 
-0. 7978 
-0.6251 
-0. 1263 
+0. 1266 
+0. 4292 
-0. 4275 
-0. 0756 
+0. 2751 
-0.3968 
+1.9120 
+1.5703 
+3.3442 
+3.0731 
+3.9718 
+4.4013 
+1.1893 
+  1.7324 
+2. 1631 
+2.9149 
+1.6843 
+3. 3973 
+4.8118 
+1.8463 
+2. 1971 
+1.3108 
+0. 7762 
+0.7799 
+2. 4352 
+0.  7S76 
+0. 7901 
+3.6812 
+4.  7191 
+4.7214 
+2.7134 
+4.3666 
+5.0811 


m. 
-0. 2316 
-0. 3868 
-0. 2620 
-2.8483 
-3. 9290 
-0. 0099 
+  4.2118 
+0. 1401 
-0. 0874 
-0. 8932 
-0. 2436 
-1.5339 
-3. 1787 
-4.2114 
-0. 1558 
-4. 6512 
-0.  4014 
-1. 6977 
-2. 7521 
-0.0713 
+0. 1459 
-2.9403 
+0.1500 
-0. 4847 
-4.5029 
-1.6493 
+0.1066 
-3. 1045 
+0. 4510 
+0.3259 
+0.3601 
-3.3019 
-4.2997 
-3. 7972 
-3.  5995 
-2.2807 
-0. 4899 
-3.3622 
-1.6231 
+0.0907 
+1.3088 
-0. 0392 
-0. 2390 
+0. 1425 
-5.0772 
-4.9193 
-3. 7272 
-2.6404 
-5.6788 
-1.3729 
-0. 7106 
-0.7107 
+0.0364 
-3.7738 
+0.  7961 
+0. 6232 
+0. 1256 
-0. 1241 
-0. 4293 
+0. 4274 
+0.0733 
-0. 2777 
+0. 3975 
-1.9121 
-1.5661 
-3. 3459 
-3. 0743 
-3. 9722 
-4.4048 
-1.1915 
-1.7358 
-2. 1628 
-2.9131 
-1.6850 
-3.3967 
-4.8144 
-1.8474 
-2. 1959 
-1.3150 
-0. 7804 
-0. 7802 
-2. 4342 

(') 
-0. 7887 
-3. 6795 

(') 
-4. 7210 
-2. 7133 
-4. 3697 
-5.0813 


m. 
+0. 2323 
+0. 3869 
+0. 2613 
+2.8488 
+3. 9293 
+0. 0104 
-4.2122 
-0. 1388 
+0. 0866 
+0.8931 
+0. 2446 
+1.5336 
+3. 1790 
+4.2132 
+0. 1552 
+4. 6520 
+0. 4018 
+1.6988 
+2.7520 
+0.0703 
-0. 1468 
+2.9402 
-0. 1510 
+0. 4842 
+4.5026 
+1.6499 
-0. 1070 
+3. 1043 
-0.4509 
-0. 3262 
-0.3600 
+3. 3034 
+4.3008 
+3.  7982 
+3.5976 
+2.2800 
+0. 4882 
+3. 3614 
+1.6214 
-0.0913 
-1.3084 
+0.0400 
+0.2392 
-0. 1428 
+5.0780 
+4.9199 
+3. 7272 
+2. 6399 
+5. 6794 
+  1.3731 

+0.7105 

-0.0370 
+3.7728 
-0. 7970 
-0.6242 
-0. 1260 
+0. 1254 
+0. 4292 
-0.4274 
-0.0744 
+0. 2764 
-0. 3972 
+  1.9120 
+  1.5682 
+3. 3450 
+3. 0737 
+3. 9720 
+  1.4030 
+  1.1904 
+1.7341 
+2. 1630 
+2.9140 
+  1.6S46 
+3.  3970 
+4.8131 
+  1.8468 
+2. 1965 
+  1.3129 

+0.7792 
+2.4347 
+0. 7888 
+3.6804 
+4.7206 
+2.7134 
+4.3682 
+5. 0812 


mm. 
-1.4 
-0.2 
+  1.4 
-0.9 
-0.6 
-1.1 
+0.9 
-2.5 
+1.5 
+0.2 
-2.1 
+0.7 
-0.7 
-3.5 
+  1.2 
-1.5 
-0.7 
-2.1 
+0.2 
+2.0 
+1.8 
+0.1 
+2.0 
+1.1 
+0.6 
-1.2 
+0.8 
+0.4 
-0.2 
+0.5 
-0.1 
-3.1 
-2.1 
-1.9 
+3.7 
+  1.4 
+3.5 
+  1.5 
+3.5 
+  1.2 
-0.7 
-1.5 
-0.3 
+0.6 
-1.7 
-1.2 
0.0 
+  1.0 
-1.2 
-0.4 

+0.2 

+1.2 
+2.0 
+  1.7 
+  1.9 
+0.7 
-2.5 
+0.1 
+0.1 
+2.3 
+2.6 
-0.7 
+0.1 
-4.2 
+1.7 
+  1.2 
+0.4 
+3.5 
+2.2 
+3.4 
-0.3 
-1.8 
+0.7 
-0.6 
+2.6 
+1.1 
-1.2 
+4.2 

+2.3 

-1.0 

-0.1 

-1.7 

+0.8 

-0.1 
+3.1 
+0.2 


mm. 
-33.9 
-34.1 
-32.7 
-33.6 
-34.2 
-35.3 
-34.4 
-36.9 
-35.4 
-35.2 
-37.3 
-36.6 
-37.3 
-40.8 
-39.6 
-41.1 
-41.8 
-43.9 
-43.7 
-41.7 
-39.9 
-39.8 
-37.8 
-36.7 
-36.1 
-37.3 
-36.5 
-36.1 
-36.3 
-35.8 
-35.9 
-39.0 
-41.1 
-43.0 
-39.3 
-37.9 
-34.4 
-32.9 
-29.4 
-28.2 
-28.9 
-30.4 
-30.7 
-30.1 
-31.8 
-33.0 
-33.0 
-32.0 
-33. 2 
-33.6 

-33.4 

-32.2 
-30.2 
-28.5 
-26.6 
-25.9 
-28.4 
-28.3 
-28.2 
-25.9 
-23.3 
-24.0 
-23.9 
-28.1 
-26.4 
-25.2 
-24.8 
-21.3 
-19.1 
-15.7 
-16.0 
-17.8 
-17.1 
-17.7 
-15.1 
-14.0 
-15.2 
-11.0 

-8.7 

-  9.7 
-9.8 
-11.5 
-10.7 

-10.8 

-  7.7 

-  7.5 


257 
258 
259 

E8 
260 
261 
262 

Fs 
263 
264 

G8 
265 
266 
267 

H8 
268 
269 
270 
271 
272 
273 
274 
In 
275 
Js 
276 
277 
278 

Ks 
279 

U 
280 
281 
282 
283 
284 

Ms 
285 
286 

N8 
287 

08 
288 

P8 
289 
290 
291 

Q8 
292 

R8 

S8 

293 

294 
295 
296 
297 
298 
T8 
299 
300 
U8 
V, 

w8 

301 
302 
303 
304 

X8 

Y8 
305 
306 

Z8 
307 
308 
309 
310 
311 

A, 

312 

313 

314 

315 

316 

317 
318 
B, 


km. 
323.912 
324. 894 
325.973 
326. 780 
327. 824 
328. 774 

329. 875 
330. 737 
331. 817 
332. 898 
333.  407 
334. 567 
335. 436 
336. 519 
337.  701 
339.019 
340. 184 
341.369 
342.612 
543. 819 
345.028 
346. 236 
347. 233 
348. 608 
349.811 
350.909 
352.027 
353. 131 
353. 618 
354.734 
355.  210 
356.040 
357. 129 
358. 212 
359. 296 
360. 380 
361. 128 
362. 258 
363. 345 
364. 054 
365. 186 

366.  301 

367.  424 
367.936 
369. 073 
370. 198 
371.  323 
372. 218 
373.  420 
374.923 

375. 134 

376.  206 
377. 049 
378. 153 
379. 235 
380.  258 
381. 184 
382. 201 
383. 272 
384. 483 
385.657 
386.808 
387.493 
888. 880 
880. 800 
390.902 
391.997 
393.  218 
393. 576 
394.546 
395. 715 
396. 805 
397.944 
399. 088 
400. 256 
401.  464 
402.671 

403. 876 

404. 752 

405.  461 

406.577 

407. 682 

408.803 

409. 525 
410. 689 
411. 882 


m. 
1185.6350 
1186.0219 
1186.2832 
1189. 1320 
1193.0613 
1193.0717 
1188.8595 
1188.7207 
1188.8073 
1189.7004 
1189. 9450 
1191. 4786 
1194.6576 
1198.8708 
1199.0260 
1203.6780 
1204.0798 
1205. 7786 
1208.5306 
1208.6009 
1208. 4541 
1211.3943 
1211.2433 
1211.7275 
1216. 2301 
1217. 8800 
1217.7730 
1220. 8773 
1220.  4264 
1220. 1002 
1219. 7402 
1223. 0436 
1227. 3444 
1231.1426 
1234.  7402 
1237.0202 
1237.  5084 
1210.8698 
1242. 4912 
1242. 3999 
1241.0915 
1241. 1315 
1241. 3707 
1241.2279 
1246. 3059 
1251.2258 
1254.9530 
1257.5929 
1263.  2723 
1264.6454 

1265.3559 

1265.3189 
1269.0917 
1268. 2947 
1267. 6705 
1267. 5445 
1267.  6699 
1268. 0991 
1267.6717 
1267. 5973 
1267.8737 
1267.  4765 
1269. 3885 
1270. 9567 
1274. 3017 
1277. 3754 
1281.3474 
1285.  7504 
1286.9408 
1288.6749 
1290.8379 
1293. 7519 
1295.4365 
1298.833! 
1303.6466 
1305.  4934 
1307. 6899 
1309. 0028 

1309.7820 

1312.2167 

1313.0055 

1316. 6859 

1321. 4065 

1324. 1199 
1328.  4881 
1333.5693 


1  Rejected  in  field. 


PRECISE    LEVELING,   BRIGHAM    TO   SAN   FRANCISCO. 
Results  of  leveling,  Beowawe  to  Marmol,  Nev. — Continued. 


19 


Date. 


1912 

Oct.  18-18 

Do 

Oct.  18-17 

Do 

Do 

Oct.  18-18 

Oct.  18-17 

Do 

Oct.  18-19 

Do 

Do 

Do 

Do 

Oct.  19-19 

Do 

Do 

Do 

Do 

Oct.  21-21 

Oct.  21 

Oct.  21-21 

Do 

Do 

Oct.  22-23 

Oct.  22-22 

Do 

Do 

Do 

Do 

Do 

Oct.  22-23 

Do 

Do 

Oct.  24-25 

Oct.  23-23 

Do 

Do 

Do 

Do 

Oct.  23-25 

Oct.  25-25 

Do 

Do 

Do 

Do 

Do 

Do 


From 

B.  M.  to 

B.  M. 


B.-319 
319-320 
320-321 
321-  Cj 
<VD, 
C«-D> 
DrEi 
E»-  F9 
F»-322 
322-323 
323-324 
324-325 
325- G, 
G»-32U 
Gj-326 
326-327 
327-328 
328-329 
329- H, 
H.-330 
Hj-330 
330-  I, 
I.-331 
331-332 
332-433 
333-334 
334-335 
335-336 
336-337 
337-  J» 
J»-338 
338-339 
339-340 
339-340 
340-341 
341-342 
342-343 
343- K, 
K.-344 
344- L, 
L»-345 
345-346 
345-346 
346-347 
346-347 
347-  F« 
E,-F, 


Distance 
in  kilo- 
meters. 


0. 615 
1.179 
1.022 
0.546 
0.957 
0.957 
0.875 
1.428 
1.088 
1.069 
1.040 
1. 138 
1.428 
0.622 
0.622 
1.042 
1.098 
1.145 
0.378 
1.086 
1.086 
0. 284 
1.157 
1.123 
1.132 
1.124 
1.123 
1. 123 
1.100 
0.874 
1.138 
0.  738 
1.038 
1.038 
1.060 
1.079 
1.079 
0.299 
1. 083 
0.599 
1.080 
1.018 
1.018 
1.025 
1.025 
1.016 
0.105 


Difference  of  elevation. 


Forward 
line. 


m. 
+1. 7493 
+0.0859 
+0.2040 
+  2.0137 
+0. 1522 
+0. 1484 
+1.3681 
-0. 1245 
-1.0706 
+0. 0729 
+  1.1721 
+3. 1615 
+5.0325 
+5.8441 
+5.8450 
+7.8000 
+4.4328 
+2. 2.538 
+1.9823 

(') 
+2.8240 
+15.9842 
-17. 3154 
+  7.0444 
+  4.9893 
+  4.5129 
+  7.3748 
+  6.0237 
+  7.6743 
+  6.6342 
+  3.6595 
+  4.9243 
+  7.6448 
J-  7.6428 
+16.9772 
+12.0908 

-  0.  3077 

-  1.0305 
+  8.7852 
+  9.3999 
+15.9649 
+  7.8586 
+  7.8600 
+  3.3272 
+  3.3297 
+  6. 6865 

-  0.4397 


Back- 
ward 
line. 


m. 
-1. 7495 
-0. 0853 
-0. 2059 
-2.0442 
-0. 1477 
-0. 1526 
-1.3672 
+0. 1280 
+  1.0670 
-0. 0744 
-1. 1727 
-3. 1639 
-5.0367 
-5. 8489 
-5.8442 
-7. 8022 
-4.4332 
-2. 2542 
-1.9808 
-2.8219 
-2. 8237 
-15.9846 
+17.3181 

-  7.0418 

-  4.9872 

-  4.5134 

-  7.3725 

-  6.0210 

-  7.6746 

-  6.6354 

-  3.6570 

-  4.9244 

-  7.6394 

-  7.6429 
-16.9745 
-12.0871 
+  0.3047 
+  1.0325 

-  8.  7879 

-  9.  4019 
-15.9637 

-  7.8649 

-  7.8596 

-  3.3327 

-  3.3312 

-  6.6867 
+  0.4403 


Mean. 


m. 
+1.  7494 
+0.0856 
+0.2050 
+2.0440 

+0.1502 

+  1.3676 
-0. 1262 
-1.0688 
+0.0736 
+  1.1724 
+3. 1627 
+5.0346 


+5.8456 

+2.0 

+7.8011 

+2.2 

+4.4330 

+0.4 

+2.2540 

+0.4 

+  1.9816 

-1.5 

+2.8234 

-1.2 

+  15.9844 

+0.4 

-17. 3168 

-2.7 

+  7.0431 

-2.6 

+  4.9882 

-2.1 

+  4.5132 

+0.5 

+  7.3736 

-2.3 

+  6.0224 

-2.7 

+  7.6744 

+0.3 

+  6.6348 

+  1.2 

+  3.6582 

-2.5 

+  4.9244 

+0.1 

+  7.6425 

-2.6 

+  16.9758 
+12.0890 

-  0. 3062 

-  1.0315 
+  8.7866 
+  9.4009 
+-15.9643 

+  7.8608 

+  3.3302 

+  6.6866 

-  0. 4400 


Discrepancy. 


Par- 
tial. 


mm. 

+0.2 

-0.6 

+1.9 

+0.5 

-0.1 

-0.9 
-3.5 
+3.6 
+  1.5 
+0.6 
+2.4 
+4.2 


-2.7 
-3.7 
+3.0 
-2.0 
+2.7 
+2.0 
-1.2 

+2.9 

+3.6 
+0.2 


Total 
accu- 
mu- 
lated. 


mm. 
-7.3 
-7.9 
-6.0 

-  5.5 

-5.6 

-  6.5 
-10.0 
-6.4 
-4.9 
-4.3 
-1.9 
+  2.3 

+  4.3 

+  6.5 
+  6.9 

+  7.3 
+  5.8 

+  4.6 

+  5.0 
+  2.3 

-  0.3 
-2.4 

-  1.9 
-4.2 
-6.9 

-  6.6 
-5.4 

-  7.9 

-  7.8 

-10.4 

-13.1 

-16.8 
-13.8 
-15.8 
-13.1 
-11.1 
-12.3 

-  9.4 

-5.8 

-  5.6 


Designa- 
tion 
of  B.  M. 


319 
320 
321 

C. 

D, 

Eg 

f, 

322 
323 
324 
325 
G. 
326 

327 
328 
329 
H„ 

330 

I> 

331 
332 
333 
334 
335 
336 
337 
J. 
338 
339 

340 

341 
342 
343 

K, 
344 

U 
345 


347 

F, 
E, 


Distance 

from 
B.M.B,. 


km. 
412. 497 
413. 676 
414.  698 
415.244 

416.201 

417.076 

418.  504 

419.  592 
420. 661 
421.  701 
422. 839 
424. 267 

424. 889 

425.931 
427. 029 
428. 174 
428. 552 

129.  638 

429. 922 
431.  079 
432. 203 
433.334 

434.  458 

435.  581 
436. 704 
437. 804 
438.678 
439. 816 
440.554 

441.  592 

442. 652 
443.  731 

444.810 
445. 109 
446.192 
446. 791 
447. 871 

448.889 

449.914 

450. 930 
451.035 


Observed 

elevation 

above 

mean 

sea  level. 


m. 
1335.3187 
1335. 4043 
1335.6093 
1337. 6533 

1337.8035 
1339.1711 
1339.0449 
1337.9761 
1338.0197 
1339. 2221 
1342. 3848 
1347. 4194 

1353.2650 

1361. 0661 
1365. 4991 
1367.  7531 
1369. 7347 

1372.5581 

1388. 5425 
1371. 2257 
1378.2688 
1383. 2570 
1387.  7702 
1395. 1438 
1401. 1662 
1408.8406 
1415.4754 
1419. 1336 
1424. 0580 

1431.7005 

1448.6763 
1460.  7653 
1460. 4591 
1459. 4276 
1468.2142 
1477. 6151 
1493.5794 

1501. 4402 

1504.7704 

1511. 4570 
1511. 8970 


1  Rejected  In  field. 
SAN    FRANCISCO,    CAL.,  TO    MARMOL,    NEV. 

This  section  was  run  between  March  7  and  July  12,  1912. 

Precise  level  No.  10  was  used  until  April  19  and  precise  level  No.  7  for  the  remainder  of 
the  period  of  leveling.  Rods  CC  and  DD  were  used  until  July  3,  and  rods  V  and  W  for  the 
remainder  of  the  period  of  leveling. 

The  lengths  of  rods  CC  and  DD  at  0°  C  as  determined  by  the  instrument  division  of  this 
Survey  are  as  follows:  January  12,  1912,  rod  CC,  3.0008  meters,  rod  DD,  3.0012  meters; 
March  5,  1913,  rod  CC,  3.0011  meters,  rod  DD,  3.0015  meters. 

Both  the  office  and  field  measurements  of  the  rods  show  a  lengthening.  It  is  assumed 
that  the  lengthening  was  gradual  and  distributed  uniformly  over  the  period  between  the  office 
measurements.  Because  of  the  peculiar  profile  of  this  line,  which  is  comparatively  level  for 
the  first  270  kilometers,  rising  gradually  2100  meters  in  the  next  170  kilometers  and  then  falling 
a  little  in  the  remaining  56  kilometers,  the  mean  length  of  the  rods,  3.0011  meters,  or  an  excess 
of  0.37  millimeter  per  meter,  on  June  9,  which  is  the  mean  date  of  the  period  of  the  leveling 
up  the  incline,  was  used  in  the  computations.  The  index  correction  of  rod  CC  was  —0.3  milli- 
meter; of  rod  DD,  —0.2  millimeter. 

The  lengths  of  rods  V  and  W,  their  index  correction,  and  the  mean  length  used  in  the 
computation  are  given  in  connection  with  the  line  Beowawe  to  Marmol,  Nev.     (See  p.  13.) 

The  elevations  in  the  table  following  depend  on  an  elevation  of  48.5590  meters  for  bench 
mark  635  at  San  Francisco.     This  elevation  was  furnished  by  the  engineer  of  that  city. 


20 


V.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

Results  of  leveling,  San  Francisco,  Cal.,  to  Marmol,  Nev. 


Date. 


From  B.  M.  to 
B.  M. 


Distance 
In  kilo- 
meters. 


Difference  of  elevation. 


Forward 
line. 


Backward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designa- 
tion 
of  B.  M. 


Distance 
from 
B.M. 

City  635. 


Observed 

elevation 

above 

mean 

sea  level. 


1912. 


Mar.  8-8.... 
Mar.  7-7.... 

Do 

Mar.  8-8.... 
Mar.  7-7.... 
Mar.  7-8.... 
Mar.  9-9.... 

Mar.8 

Mar.  9-9... 
Mar.  8-8... 
Mar.  9-8.... 
Mar.  U-9... 

Do 

Do 

Mar.  11-11.. 
Mar.  12-12.. 
Mar.  11-11.. 

Do 

Mar.  11-12.. 
Mar.  12-13.. 
Mar.  13-13.. 

Do 

Do 

Do 

Mar.  13-14.. 

Do 

Do 

Do 

Mar.  14-14.. 

Do 

Do 

Do 

Mar.  15-16.. 

Do 

Do 

Do 

Mar.  15-18.. 
Mar.  18-18.. 
Mar.  16-18.. 
Mar.  19-19.. 
Mar.  16-18.. 
Mar.  18-18.. 

Do 

Do 

Do 

Mar.  19-19.. 

Do 

Do 

Do 

Do 

Do 

Mar.  20-20.. 
Mar.  19-20.. 
Mar.  20-20.. 

Do 

Do 

Do 

Do 

Mar.  21-22.. 

Do 

Do 

Mar.  22-22.. 

Do 

Do 

Do 

Do 

Mar.  22-23... 

Do 

Do 

Do 

Do 

Do 

Mar.  23-25... 
Mar.  25-25.. 

Do 

Do 

Do 

Do 

Do 

Do 

Mar.  25-27.. 
Mar.  27-27... 

Do 

Do 

Do 

Do 

Do 

Mar.  28-28... 


City  635-City  640. 
City  640-1 
City  640-1 
City  640-  • 


TSj 


— 
7 

1-2 
2-3 
2-3 


0.332 
1.579 
1.579 
1.579 


3-City4i8 

£T 

4-5 
5-6 
6-7 
7-8 
7-S 
8-W, 
W.-9 
9-10 
10-11 
11-X, 
X«-12 
12-13 
13-14 
14-Y. 
Yr15 
15-16 
16-Z6 
Zu-17 
17-A, 
At-Bt 
Bt-18 
18-19 
19-C, 
Cr-20 
20-21 
21-Dr 
Dt-22 
22-23 
22-23 
23-E; 
23-E7 
Er-24 
24-25 
25-F7 
Ft-26 
26-27 
27-28 
28-29 
29-Gt 
Gt-30 
Gt-30 
30-H, 
30-H, 
Ht-I, 
Ir-31 
3I-J7 
J7-32 
32-33 
33-34 
34-35 
35-36 
36-K7 
Kt-37 
Kt-37 
37-38 
38-39 
39-L7 
39-L7 
Lt-40 
40-41 
4I-M7 
Mr-42 
42-43 
43-44 
44-45 
45-N7 
Nt-46 
46-47 
47-48 
48-07 
0,-P, 
Pt-49 
49-50 
50-51 
51-52 
52-Q, 
52-Q, 


TOT 

1.123 
0.472 
0.472 


+10.8331 

1+10.2259 

+10.2378 

+10.2342 


-16.  am 

+  14.2231 
+14.2352 


TO. 

-10.8347 
-10.2344 
-10.2305 
-10.2324 


+  7.0375 


0.279        +  A.873J 
O.OJO 


•  111.  9ii79 

II.  2226 

-14.2380 

-  7.0531 

-  7.0354 


TO. 
+10.8339 


+10.2342 


mm. 
+  1.6 
-3.6 


+  1.6 
-  2.0 


City  635 
City  640 

1 


km. 

0.000 

0.332 

1.911 


-16.96J3 


-  I 


TS 


City  586 


"OTT 


0.996 
1.057 
1.112 
0.980 
0.980 
1.283 
1.278 
1.201 
1.214 
1.433 
0.900 
1.209 
1.208 
1.215 
1.209 
1.196 
1.911 
0.828 
1.324 
0.608 
1.183 
1.818 
0.640 
1.212 
1.047 
0.642 
0.133 
1.200 
1.200 
0.779 
0.779 
1.042 
1.210 
1.186 
1.229 
1.149 
1.078 
1.103 
1.000 
1.198 
1.198 
0.209 
0.209 
0.737 
1.231 
1.303 
1.203 
1.184 
1.207 
1.176 
0.980 
1.215 
1.231 
1.231 
1.010 
1.210 
0.922 
0.922 
0.893 
1.209 
1.217 
1.161 
0.886 
1.282 
1.208 
1.215 
1.495 
1.238 
0.935 
0.371 
0.513 
0.473 
1.126 
1.201 
1.072 
0.814 
0.814 


-  8. 1)111 
-10.9755 
-11.0882 
-11.7090 
-.9.4753 

-  9.4722 
-11. 8540 
-12.4919 

-  5.6283 

-  0.2409 

-  0. 3837 

-  3.5610 

-  1.5980 
+  1.9631 
+  0.6689 

-  2.6883 
+  0.3098 
+  6.0721 

-  0.8345 

-  0. 6006 
+  0.4744 

-  5.0244 
+  0.0874 
+  3.5754 

-  3.  7290 
+  8.4523 

-  1.1010 
+  0. 1657 

-  5.5414 

-  5.5427 
+  2.6145 
+  2.  6131 

-  2.5497 
+  1.4465 

-  2.8658 
+  1.3710 
+  4.1720 
+  3.9389 
+  4.0046 
+  4.1683 

-  0.3221 

-  0.  3260 
+  1.2058 
+  1.2049 

-  3.4879 

-  5.  6291 

-  3.2822 

-  0.6039 
+  2.3001 
+  1.5911 
+  3.4509 
+  3.2123 
+  3.6975 
+  6.4901 
+  6.4905 
+  0.0238 
+  0.2760 

-  0. 6402 

-  0.6400 

-  2.6563 

-  4.3090 

-  2.4186 

-  2.7803 
+  0.7627 
+  0.2308 
+  1.9892 
+  2.3723 
+  1.7125 
+  1.9634 
+  0.5922 
+  0.2058 
+  2.4294 

-  1.9530 

-  5.1876 

-  1.6339 

-  1.6914 
+  1.2002 
+  1.1962 


-  3.8719 

+  S.MSV 
+10.9753 

+  11.0890 
+11.7115 
+  9.4792 
+  9.4737 
+11.8545 
+12.4915 
+  5.6255 
+  0.2419 
+  0.3816 
+  3.5586 
+  1.5953 

-  1.9651 

-  0.6584 
+  2.6898 

-  0.3090 

-  6.0676 
+  0.8313 
+  0.5998 

-  0.  4736 
+  5.0237 

-  0.0883 

-  3.5729 
+  3.  7251 

-  8.4498 
+  1.1005 

-  0.1644 
+  5.5469 
+  5.5405 

-  2.6089 

-  2.6151 
+  2.5496 

-  1.4445 
+  2.8667 

-  1.3709 

-  4.1722 

-  3.9392 

-  4.0039 

-  4.1672 
+  0.3272 
+  0.3234 

-  1.2053 

-  1.2048 
+  3.4866 
+  5.6313 
+  3.2837 
+  0.6049 

-  2.3008 

-  1.5894 

-  3.4484 

-  3.2102 

-  3.6940 

-  6.4849 

-  6.4881 

-  0.0227 

-  0.2740 
+  0.6349 
+  0.6382 
+  2.6521 
+  4.3081 
+  2.4191 
+  2.7807 

-  0.7626 

-  0.2353 

-  1.9911 

-  2.3735 

-  1.7116 

-  1.9618 

-  0.5936 

-  0.2061 

-  2.4295 
+  1.9520 
+  5.1885 
+  1.6358 
+  1.6911 

-  1.1952 

-  1.1974 


+  14.2366 


+2.8     +  0.8 


3.034 


+  7.0354 

T  3.  87261 

-  8.  9124 
-10.9754 
-11.0886 
-11.  7102 

-  9.4751 
-11.8542 
-12.4917 

-  5.6269 

-  0.2414 

-  0.3826 

-  3.5598 

-  1.5966 
+  1.9641 
+  0.6686 

-  2.6890 
+  0.3094 
+  6.0698 

-  0.8329 

-  0. 6002 
+  0.4740 

-  5.0240 
+  0.0878 
+  3.5742 

-  3.7270 
+  8.4510 

-  1.1008 
+  0.1550 

-  5.5428 

+  2.6129 

-  2.5496 
+  1.4455 

-  2.8662 
+  1.3710 
+  4.1721 
+  3.9390 
+  4.0042 
+  4.1678 

■  -  0.3247 

■  +  1.2052 

-  3.4872 

-  5.6302 

-  3.2830 

-  0.6044 
+  2.3004 
+  1.5902 
+  3.4496 
+  3.2112 
+  3.6958 

■  +  6.4884 

+  0.0232 
+  0.2750 

-  0.6384 

-  2.6542 

-  4.3086 

-  2.4188 

-  2.7805 
+  0.7626 
+  0.2330 
+  1.9902 
+  2.3729 
+  1.7120 
+  1.9626 
+  0.5929 
+  0.2060 
+  2.4294 

-  1.9525 

-  5. 1880 

-  1.6348 

-  1.6912 

+  1.1972 


-2.1 


1.3 


-1.4 

+0.2 
-0.8 
-2.5 

-2.6 

-0.5 
+0.4 
+2.8 
-1.0 
+2.1 
+2.4 
+2.7 
+2.0 
-0.5 
-1.5 
-0.8 
-4.5 
+3.2 
+0.8 
-0.8 
+0.7 
+0.9 
-2.5 
+3.9 
-2.5 
+0.5 
-1.3 

-1.7 

-1.8 

+0.1 
-2.0 
-0.9 
-0.1 
+0.2 
+0.3 
-0.7 
-1.1 

-1.3 

-0.4 

+1.3 
-2.2 
-1.5 
-1.0 
+0.7 
-1.7 
-2.5 
-2.1 

-3.5 

-3.8 

-1.1 
-2.0 

+3.5 

+4.2 
+0.9 
-0.5 
-0.4 
-0.1 
+4.5 
+1.9 
+1.2 
-0.9 
-1.6 
+1.4 
+0.3 
+0.1 
+  1.0 
-0.9 
-1.9 
+0.3 


-TT7 


-  3.7 
-4.5 

-  7.0 

-  9.6 

-10.1 

-  9.7 

-  6.9 

-  7.9 

-  5.8 

-  3.4 

-  0.7 
+  1.3 
+  0.8 

-  0.7 

-  1.5 

-  6.0 

-  2.8 

-  2.0 

-  2.8 

-  2.1 
-1.2 
-3.7 
+  0.2 

-  2.3 
- 1.8 

-  3.1 

-  4.8 

-  6.6 

-  6.5 

-  8.5 

-  9.4 
-9.5 

-  9.3 

-  9.0 

-  9.7 
-10.8 

-12.1 

-12.5 

-11.2 
-13.4 
-14.9 
-15.9 
-15.2 
-16.9 
-19.4 
-21.5 
-25.0 


-29.9 
-31.9 

-28.4 

-24.2 
-23.3 
-23.8 
-24.2 
-24.3 
-19.8 
-17.9 
-16.7 
-17.6 
-19.2 
-17.8 
-17.5 
-17.4 
-16.4 
-17.3 
-19.2 
-18.9 


Mtjilk 


T7! 


-1.9     -20.8 


W8 

9 

10 

11 
X, 

12 

13 
14 

r, 

1.5 

10 

z, 

17 
A  7 

Bi 

is 

19 

a 

20 
•21 

Di 

22 

23 


24 
25 
F, 
2l> 
27 
M 

a 

G, 

3(1 


<* 


4.456 

5.452 

6.509 

,    7.621 

8.601 

9.884 
11.162 
12.363 
13.  577 
15.010 
15.910 
17.119 
18. 327 
19.542 
20. 751 
21.947 
23.858 
24.686 
26.010 
26.  618 
27. 801 
29. 619 
30.259 
31.471 
32.518 
33.160 
33.293 

34.493 

35.272 

36.314 
37. 524 
38. 710 
39.  939 
41.088 
42.166 
43.269 
44.269 

45.467 


H; 

45.  676 

l7 

46. 413 

n 

47.644 

j. 

48. 947 

13 

50.150 

n 

51.334 

34 

52.541 

35 

53.717 

n 

54.697 

K; 

55. 912 

37 

57.143 

a 

58.153 

39 

59.363 

L? 

60.285 

40 

61.178 

41 

62.387 

If, 

63.504 

42 

64.765 

43 

65.651 

44 

66.933 

45 

68.141 

N, 

69.356 

4li 

70.851 

■17 

72.089 

4S 

73.024 

<>, 

73.395 

lJ7 

73.908 

49 

74.381 

M 

75. 507 

51 

76. 708 

52 

77.780 

78.594 


m. 

48. 5590 
59. 3929 

69. 6271 


rA&m 


83.8637 
90.9001 


TTtTSTI 


81.9877 
71.0123 
59. 9237 
48. 2135 

38. 7384 

26.8842 
14. 3925 
8.7656 
8.5242 
8. 1416 
4.5818 
2.9852 
4.9493 
5. 6179 
2.9289 
3.2383 
9.3081 
8. 4752 
7. 8750 
8.3490 
3.3250 
3.4128 
6.9870 
3.2600 
11.  7110 
10. 6102 
10. 7752 

5.2324 

7.8453 

5.2957 
6. 7412 
3.8750 
5.2460 
9. 4181 
13. 3571 
17. 3613 
21.5291 

21.2044 

22.4096 

18.9224 
13.2922 
10.0092 
9.4048 
11.7052 
13.2954 
16. 7450 
19. 9562 
23.6520 

30. 1404 
30. 1636 
30.4386 
29.8002 

27. 1450 
22.8374 
20. 4186 
17.6381 
18. 4007 
18. 6337 
20. 6239 
22.9968 
24.  7088 
26. 6714 
27.2643 
27. 4703 
29.8997 
27. 9472 
22.7592 
21. 1244 
19.4332 

20.6304 


1  Rejected. 


•Rejected,  T.  B.  M.  was  disturbed. 


PRECISE   LEVELING,  BBIGHAM   XO  SAN   FKANCISCO. 
Results  of  leveling,  San  Francisco,  Cal.,  to  Marmol,  Nev. — Continued. 


21 


From  B.  M.  to 
B.  M. 

Distance 
in  kilo- 
meters. 

Difference  of  elevation. 

Discrepancy. 

Designa- 
tion 
of  B.  M. 

Distance 
from 
B.  M. 

City  635. 

Observed 

Date. 

Forward 
line. 

Backward 
line. 

Mean. 

Par- 
tial. 

Total 
accu- 
mu- 
lated. 

elevation 
above 
mean 

sea  level. 

1912. 
Mar.  27-27 

Qr-53 

53-54 

54-55 

55-56 

56-57 

57-Rj 

Rr-58 

58-59 

58-59 

59-S, 

8r-60 

60-61 

61-T, 

Tt-62 

62-63 

63-U, 

TJ,-64 

64-V, 

Vr-65 

65-66 

66-67 

67-W, 

Wr-X, 

X7-68 

68-69 

69-Y, 

Yr-Z, 

Zt-70 

70-71 

71-72 

72-73 

73-A, 

A>-74 

A.-74 

74-75 

75-76 

76-77 

77-B, 

B«-78 

78-79 

79-Cs 

Cs-80 

80-81 

81-D, 

Ds-82 

82-83 

83-84 

84-85 

84-85 

85-E8 

E»-86 

86-F8 

Fk-87 

87-88 

88-0$ 

Gs-89 

89-90 

90-91 

91-H. 

Hs-92 

92-T„ 

Is-93 

93-94 

94-J, 

J.-K, 

K,-95 

95-96 

96-97 

97-L8 

97-L8 

L.-98 

Lt-98 

98-99 

99-  Ms 

Mi-lOO 

100-101 

101-N8 

N«-102 

Ns-102 

102-103 

103-O8 

Ob-104 

104-105 

105-106 

106-107 

107-108 

107-108 

108-109 

108-109 

109-110 

110-P8 

1.173 
1.210 
1.209 
1.206 
1.208 
0.369 
1.210 
1.207 
1.207 
0.544 
1.114 
1.185 
0.707 
1.166 
1.131 
0.418 
1.253 
1.739 
1.188 
1.207 
1.126 
1.233 
0.802 
0.564 
0.976 
1.044 
1.374 
1.159 
1.040 
1.264 
0.729 
0.920 
0.886 
0.886 
1.132 
1.078 
1.196 
1.230 
1.456 
1.123 
1.123 
1.113 
1.274 
0. 313 
1.172 
1.124 
1.127 
1.187 
1.187 
1.223 
0.657 
1.245 
1.143 
1.108 
1.242 
1.100 
1.150 
1.219 
1.330 
1.118 
1.391 
1.469 
0.592 
0.211 
0.705 
1.028 
1.121 
1.202 
0.554 
0.554 
1.039 
1.039 
1.194 
1.096 
1.001 
1.081 
0.296 
1.043 
1.043 
1.019 
0.457 
1.098 
1.023 
1.041 
1.013 
1.077 
1.077 
1.150 
1.150 
1.021 
0.633 

TO. 

—  3. 6132 

—  4. 0062 

—  2.5567 

—  3.6482 

—  2.  5831 
+  1.0033 

—  1.2081 
+  0.9164 
+  0.9145 

—  0. 1319 
+  4.1285 
+  4.5842 

—  0. 6871 
+  1.6192 

—  3.  2012 

—  1.4416 
+  0.4049 
+  11.1458 

—  4.  3567 
+  0.9260 
+  5.0201 
+  2.7526 
+  0.7394 
+  4.1073 
+  3.6692 
+  3.7097 
+  13. 1407 
+  7.0093 
+  1.1614 
+  4.8815 
+  2.5542 
+  2.0S93 
+  7.4457 
+  7.4462 
+  2.8282 
+  3.9885 
+  4.0809 
+  5.1480 
+  9.6497 
+  1.5385 

—  0.9056 
+  8.2545 

—  0. 1424 
+  1.4208 
+  1.5674 
+  2.  2307 
+  3.9372 
+  8.1550 
+  8. 1490 
+  12.4868 

—  0. 6095 
+  8.8431 
+  6.8521 
+  6.4809 
+  1.7316 
+  3.3844 
+  3. 1742 
+  10.5388 
+  14.4720 
+  9.4587 
+  13.5292 
+  3.6803 
+  2.8298 
+  0.  7348 

—  6.2892 
—12.  0916 
—10.  8607 
—11.  2386 

—  5.0093 

—  5.0104 

—  9.  4438 

—  9.  4425 
—10. 6230 

—  9. 5605 
—10. 4644 

—  8. 0848 

—  2. 9304 
—10. 0936 
—10. 0898 

—  7.5155 

—  4. 1878 
—10.  9322 

—  9. 6601 

—  8. 7558 

—  8.  7952 

—  9.  2931 

—  9.2928 
—11.3777 
—11.3757 
—10. 1971 

—  6.7351 

TO. 

+  3.6139 
+  4.0051 
+  2.5592 
+  3.6491 
+  2.5839 

—  1.0021 
+  1.2088 

—  0.9119 

—  0. 9134 
+  0. 1319 

—  4. 1300 

—  4. 5817 
+  0.6890 

—  1. 6206 
+  3.2034 
+  1.4433 

—  0.4064 
—11. 1411 
+  4.3586 

—  0.9248 

—  5.0224 

—  2.7505 

—  0.7405 

—  4.1071 

—  3.  6692 

—  3.7090 
+  13.1419 

—  7. 0078 

—  1. 1576 

—  4.8806 

—  2.  5567 

—  2.  0892 

—  7.4385 

—  7. 4444 

—  2.  8267 

—  3. 9881 

—  4.0800 

—  5. 1486 

—  9.  6516 

—  1.  5387 
+  0.9041 

—  8.2538 
+  0.1455 

—  1.4209 

—  1.5690 

—  2.2336 

—  3.  9336 

—  8. 1498 

—  8. 1486 
—12.  4876 
+  0.6084 

—  8.8405 

—  6.8504 

—  6. 4794 

—  1.7316 

—  3. 3828 

—  3. 1759 
—10. 5341 
—14.  4677 

—  9. 4618 
—13. 5267 

—  3. 6782 

—  2.  8315 

—  0.  7340 
+  6.2891 
+12.0928 
+10.  8617 
+11.2380 
+  5.0051 
+  5.0071 
+  9.4447 

m. 

—  3.6136 

—  4.0056 

—  2.5580 

—  3.6486 

—  2.5835 
+  1.0027 

—  1.2084 

\  +  0.9140 

—  0. 1319 
+  4.1292 
+  4.5830 

—  0.6880 
+  1.6199 

—  3.2023 

—  1.  4424 
+  0.4056 
+  11.1434 

—  4. 3576 
+  0.9254 
+  5.0212 
+  2.7516 
+  0.7400 
+  4.1072 
+  3.6692 
+  3.7094 
+  13.1413 
+  7.0086 
+  1.1595 
+  4.8810. 
+  2.5554 
+  2.0892 

\  +  7.4437 

+  2.8274 
+  3.9883 
+  4.0804 
+  5. 1483 
+  9.6500 
+  1.5386 

—  0.9054 
+  8.2542 

—  0. 1440 
+  1.4208 
+  1.5682 
+  2.2322 
+  3.9354 

j.  +  8.1506 

+  12.4872 

—  0.6090 
+  8.8418 
+  6.8512 
+  6.4802 
+  1.7316 
+  3.3836 
+  3. 1750 
+  10.5364 
+  14.4698 
+  9.4602 
+13.  5280 
+  3.6792 
+  2.8305 
+  0.7344 

—  6. 2892 
—12.0922 
—10.  8612 
—11.2383 

}  —  5.0080 

1   —  9.4440 

—10. 6248 

—  9. 5588 
—10.  4654 

—  8.0848 

—  2. 9300 

}  —10. 0907 

—  7. 5143 

—  4. 1873 
—10.  9322 

—  9.6603 

—  8.  7566 

—  8.  7946 

\  —  9. 2922 

}  —11.3742 

—10. 1957 

—  6.7359 

TOTO. 

-0.7 
+  1.1 
-2.5 
-0.9 
-0.8 
-1.2 
-0.7 

—2.8 

0.0 
+  1.5 
—2.5 
—1.9 
+1.4 
—2.2 
—1.7 
+1.5 
—4.7 
—1.9 
—1.2 
+2.3 
—2.1 
+  1.1 
—0.2 

0.0 
—0.7 
+  1.2 
—1.5 
—3.8 
—0.9 
+2.5 
—0.1 

—4.6 

—1.5 
—0.4 
-0.9 
+0.6 
+1.9 
+0.2 
+2.5 
—0.7 
—3.1 
+0.1 
+1.6 
+2.9 
—3.6 

—2.8 

+0.8 
+  1.1 
—2.6 
—1.7 
—1.5 
0.0 
—1.6 
+1.7 
—4.7 
—1.3 
+3.1 
—2.5 
—2.1 
+2.0 
—0.8 
+0.1 
—1.2 
—1.0 
+0.6 

+3.7 

—1.5 

—3.7 

+3.3 

—1.9 

0.0 

+0.7 

+2.0 

+2.4 
+1.0 
-O.l 
—0.4 
—1.6 
+1.1 
+1.6 

+5.1 

+2.8 
—1.6 

mm. 

-21.5 

-20.4 

-22.9 

-23.8 

-24.6 

-25.8 

-26.5 

—29.3 

—29.3 
—27.8 
—30.3 
—32.2 
—30.8 
—33.0 
—34.7 
—33.2 
—37.9 
—39.8 
—41.0 
—38.7 
—10.8 
—39.7 
—39.9 
—39.9 
—40.6 
—39.4 
—40.9 
-44.7 
—45.6 
-43.1 
—43.2 

—47.8 

—49.3 
—49.7 
—50. 6 
—50.0 
—48.1 
—47.9 
—45.4 
—46.1 
—49.2 
—49.1 
—47.5 
—44.6 
—48.2 

—51.0 

—50.2 
—49.1 
—51.7 
—53.4 
—54.9 
—54.9 
-■56.5 
—54.8 
—59.5 
—63.8 
—60.7 
—63.2 
—65.3 
—63.3 
—64.1 
—64.0 
—65.2 
—66.2 
—65.6 

—01.9 

—63.4 

-07.1 
—63.8 
—05.7 
—65.7 
—65.0 

—63.0 

—60.6 
—59.6 
—59.7 
—60.1 
—61.7 
—60.6 

-59.0 

—53.9 

—51.1 
—52.7 

53 
54 

55 
56 

57 
R7 
58 

59 

S, 
60 
61 

T, 
62 
63 

U, 
64 

V, 
65 
66 
67 

W, 

Xt 
68 
69 

Y7 

z7 

70 
71 

72 
73 
A8 
74 

75 
76 
77 
B, 
78 
79 
C8 
80 
81 
D8 
82 
83 
84 

85 
E„ 
86 
F8 
87 
88 
G. 
89 
90 
91 
Hs 
92 
I. 
93 
94 
Js 
K„ 
95 
96 
97 

U 
98 

99 
Ma 
100 
101 
N. 
102 
103 

o8 

104 
105 
106 
107 
108 

109 
110 
P, 

km. 
79.767 
80. 977 
82.186 
83.392 
84. 600 
84.  969 
86. 179 
87.386 

87. 930 
89.044 
90.229 
90.936 
92.102 
93.233 
93.651 
94.904 
96.  643 
97.831 
99.038 
100. 164 
101.  397 
102.199 
102.763 
103.  739 
104.783 
106. 157 

107.  316 

108.  356 
109.620 

110.  349 

111.  269 

112,155 

113.  287 
114. 365 
115. 561 
116.  791 

118.  247 

119.  370 

120.  493 
121.606 
122.880 
123. 192 
124.365 
125.489 
126. 616 

127.803 
129.026 
129.683 
130.  928 
132.  071 
133. 179 

134.  421 

135.  521 

136.  671 

137.  890 
139.220 
140.338 
141.  729 
143. 198 
143.  790 
144.001 
144.706 
145.  734 
146.855 
148. 057 

148.611 

149.650 

150.  844 

151.  940 

152.  941 
154.022 
154.318 

155.361 

156.380 
156.837 

157.  935 

158.  958 
159.999 
161. 012 

162.089 

163.239 

164.260 
164.893 

m. 

17. 0168 

Do 

13.0112 

Mar.  28-29 

10. 4^2 

Do 

6. 8046 

Mar.  28-28 

4.2211 

Do 

5. 2238 

Do 

4. 0154 

Do                

4.9294 

Do...'. 

Do 

4. 7975 

Do 

8.9267 

Mar  29-29 

13.5097 

Do 

12.  8217 

Do 

14. 4416 

Do               

11.2393 

Do 

9.7969 

Do 

10.2025 

Mar  30  30           

21.3459 

Do 

16.9883 

Do 

17. 9137 

Do 

22.  9349 

Do 

25.6865 

26.4265 

30.  5337 

Do  

34.2029 

Do  

37.  9123 

Do 

51.0536 

Do  

58.0622 

Do 

59.  2217 

Do  

64. 1027 

Apr.  3-4             

66.6581 

Apr.  4-4 

68.7473 

Do 

76. 1910 

Do 

Do 

79.0184 

Do 

83.0067 

Do 

87.  0871 

Do 

92.2354 

101.  8860 

pbo.::::::::::::::::: 

103. 4246 

Do 

102. 5192 

Do 

110.  7734 

Do 

110.  6294 

Apr.  6-6 

112.0502 

Do 

113.6184 

Do 

115.8506 

Do 

119.  7860 

Do 

127. 9366 

Apr. 8-8 

140.  4238 

Apr.  8-8 

139.  8148 

Do 

148. 6566 

Do 

155. 5078 

Do 

161. 9880 

163.  7196 

167. 1032 

170.  2782 

Do 

180.  8146 

Apr.  9-12 

195.2844 

Do 

204.7446 

Di 

218. 2726 

Do 

221.  9518 

Do 

224.  7823 

Apr.  12-12 

225. 5107 

Do 

219.  2275 

Do 

207.1353 

Do 

196.  2741 

Apr.  13-13 

185. 0358 

Do 

180.0278 

Do 

Do 

170.5838 

Apr.  15 

Apr.  13-13 

+10.6267 
+  9.5572 
+  10.4663 
+  8.0848 
+  2.9297 
+  10.0888 
+  10.0900 
+  7.5131 
+  4.1868 
+10.9323 
+  9.6605 
+  8.7574 
+  8.7941 
+  9.2880 
+  9.2947 
+  11.3723 
+11.3710 
+10.1943 
+  6.7367 

159. 9590 

Apr.  15-15 

150.  4002 

Do 

139.  9348 

Do 

131.8500 

Do 

128.9200 

Do 

118.8293 

Do 

Do 

111.3150 

Do 

107. 1277 

Apr.  16-16 

96.1955 

Do 

86.5352 

Do 

77. 7786 

Do 

68.9840 

Do 

Apr.  17-22 

Apr.  16-16 

Apr.  17-22 

48. 3176 

Apr.  16-16 

38. 1219 

Apr.  22-20 

31.3860 

22 


U.   S.   COAST   AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 
Results  of  leveling,  San  Francisco,  Cal.,  to  Marmol,  Nev. — Continued. 


From  B.  M.  to 
B.  M. 

Distance 
in  kilo- 
meters. 

Difference  of  elevation. 

Discrepancy. 

Designa- 
tion 
of  B.  M. 

Distance 
from 
B.  M. 

City  635. 

Observed 

Date. 

Forward 
line. 

Backward 
line. 

Mean. 

Par- 
tial. 

Total 
accu- 
mu- 
lated. 

elevation 
above 
mean 

sea  level. 

1912. 
Apr.  22-20 

Pu-111 

111-112 

112-113 

113-Qs 

113-Q, 

Qs-Rs 

Rn-Sg 

Ss-114 

114-115 

115-116 

115-116 

116-T, 

Ts-Us 

TJb-117 

117-118 

118-119 

119-120 

120-V, 

Vs-121 

121-122 

122-123 

123-124 

124-W8 

Wb-Xs 

X»-125 

125-126 

125-127 

127-Y8 

Ys-Zs 

Ys-Zs 

Zs-128 

128-129 

129- A, 

A„-B9 

Bj-Ca 

C-130 

130-131 

131-132 

132-133 

133- D» 

Dj-Es 

Ea-134 

>      134-135 

135-F, 

Gb-136 

136-137 

137-138 

138- H9 

H,-I9 

H,-I„ 

Id-139 

139-140 

140-141 

1.237 
1.023 
1.092 
0.947 
0.947 
0.226 
0.530 
1.061 
1.138 
1.372 
1.372 
1.076 
1.665 
1.262 
0.453 
1.137 
1.076 
1.090 
0.917 
1.086 
1.165 
1.019 
1.161 
0.057 
0.424 
1.120 
1.246 
1.206 
0.796 
0.796 
1.205 
1.497 
0.998 
0.402 
1.140 
0.720 
1.182 
1.208 
0.761 
1.210 
0.098 
1.024 
1.144 
1.357 
0.936 
1.203 
1.209 
1.106 
0.325 
1.326 
1.326 
1.245 
1.209 
1.127 

771. 

—10. 1176 

—  0.  7618 
+  0.2179 

—  2.  6977 

—  2.6965 
+  0.3136 

—  1.  8366 

—  1.  7307 

—  1.  4898 

—  2. 1728 

—  2. 1779 

—  4.  2565 

—  0.  6066 
+  0.3594 
+  0.0233 
+  0.0150 
+  0.2071 
+  1.4484 

—  0. 9303 

—  0.4040 
+  0.3224 

—  0.2339 

—  0.8437 
+  0.6757 

—  0.  8107 
+  0.0500 
+  0.3931 

—  0.0049 
+  1.0498 
+  1.0515 

—  0.  6251 

—  0. 3924 

—  0.  5369 

—  1. 1243 
+  1.0349 
+  0. 1614 
+  1.3602 

—  0. 3486 
+  0.2381 

—  0.  7269 
+  1.0809 

—  0.5442 

—  0. 0168 

—  0.1506 
+  2.2894 

—  0.  5212 
+  0.7608 
+  0.7170 

—  0.  7757 
+  1.4461 
+  1.4433 
+  0.  7568 
+  0.4095 
+  0.6241 

777. 

+  10.1165 
+  0.7504 

—  0.  2197 
+  2.6937 
+  2.0952 

—  0.  3150 
+  1.8372 
+  1.7310 
+  1.4871 
+  2.1777 
+  2. 1801 
+  4.2593 
+  0.6035 

—  0. 3578 

—  0.  0220 

—  0.  0148 

—  0.2001 

—  1.4443 
+  0.9397 
+  0.4075 

—  0.3209 
+  0.2348 
+  0.8451 

—  0.  0750 
+  0.8110 

—  0.0529 

—  0.3904 
+  0.0039 

—  1.0541 

—  1. 0498 
+  0.6215 
+  0.3892 
+  0.5335 
+  1.1239 

—  1.0325 

—  0. 1611 

—  1.  3579 
+  0.3467 

—  0.  2365 
+  0.  7292 

—  1.  0878 
+  0.6440 
+  0.0191 
+  0. 1501 

—  2.2881 
+  0.5190 

—  0.  7597 

—  0.  7144 
+  0.7748 

—  1.4468 

—  1.  4487 

—  0.  7529 

—  0.  4081 

—  0.  0210 

m. 
—10. 1170 

—  0. 7611 
+  0.2188 

\  —  2.6958 

+  0.3143 

—  1.8369 

—  1. 7308 

—  1.4884 

}  —  2. 1772 

—  4.  2579 

—  0.6050 
+  0.3586 
+  0.0230 
+  0.0149 
+  0.2066 
+  1.4464 

—  0.  9380 

—  0.4058 
+  0.3216 

—  0.2344 

—  0.8444 
+  0.6754 

—  0.  8108 
+  0.0544 
+  0.3918 

—  0.0044 

|  +  1.0513 

—  0. 0233 

—  0. 3908 

—  0.  5352 

—  1.1241 
+  1.0337 
+  0. 1012 
+  1.3590 

—  0.  3476 
+  0.  2373 

—  0.7280 
+  1.0874 

—  0.6441 

—  0.  0180 

—  0.1504 
+  2.2888 

—  0.  5201 
+  0.7602 
+  0.7157 

—  0.7752 

}  +  1.4462 

+  0.  7548 
+  0.4088 
+  0.0220 

777  771. 
+  1.1 
+  1.4 

+1.8 

+2.7 

+1-4 

—0.6 
—0.3 
+2.7 

-3.5 

—2.8 
+3.1 
—1.6 
—0.7 
—0.2 
—1.0 
—4.1 
—3.4 
—3.5 
—1.5 
—0.9 
—1.4 
—0.7 
—0.3 
—3.1 
—2.7 
+  1.0 

+  1.4 

+3.6 
+3.2 
+3.4 
+0.4 
—2.4 
—0.3 
—2.3 
+1.9 
—1.6 
—2.3 
+0.9 
+0.2 
—2.3 
+0.5 
—1.3 
+2.2 
—1.1 
—2.6 
+0.9 

+3.1 

—3.9 
—1.4 

—3.1 

777777. 

—51.6 
—50.2 
—18.4 

—45.7 

—44.3 
—44.9 
—45.2 
—42.5 

—46.0 

—48.8 
^(5.7 
—47.3 
^18.0 
—18.2 
—49.2 
—53.3 
—56.7 
—60.2 
—61.7 
—62.6 
—64.0 
—64.7 
—65.0 
—68.1 
—70.8 
-69.8 

—68.4 

—64.8 
—61.6 
—58.2 
—57.8 
-60.2 
—60.5 
—62.8 
—60.9 
—62.5 
—64.8 
—63.9 
—63.7 
—66.0 
—65.5 
—66.8 
—64.6 
—65.7 
—68.3 
—67.4 

—64.3 

—68.2 
—69.6 
—72.7 

Ill 
112 
113 

Qe 

Re 

s8 

114 
115 

116 

T, 
U, 
117 
118 
119 
120 
V, 
121 
122 
123 
124 

w, 

X, 

125 
126 
127 

Y„ 

z8 

128 
129 
A, 
B, 
5 
130 
131 
132 
133 
D, 
E, 
134 
135 
F, 
O, 
136 
137 
138 
H, 

I, 
139 
140 

141 

km. 
166.130 
167. 153 
168.245 

169. 192 

169.  418 
169.  948 
171.009 
172. 147 

173.519 

174.595 

176.  250 

177.  522 
177.  975 
179.112 
180.188 
181.  278 
182. 195 
183.281 
184.446 
185.465 
186.626 
186.683 
187. 107 
188.227 
189.473 
190.  679 

191. 475 

192.680 
194. 177 
195. 175 

195.  577 

196.  717 

197.  437 

198.  619 
199.827 
200.588 
201.798 
201.896 
202.920 
204.064 
205.421 
20&  357 
207.560 
208.759 
209.875 
210.200 

211. 526 

212.  771 
213. 980 

215. 107 

771. 

21.2690 

Do 

20.5079 

Do 

20.7267 

Do 

18.0309 

Apr.  22-22 

Do 

18. 3452 

Apr.23-23 

16.5083 

Apr.  22-23 

14.  7775 

Do 

13.  2891 

Apr.23-23 

11.1119 

Do 

Do 

6.8540 

Do 

0.2490 

Apr.23-24 

6.6076 

Apr.24-24 

6.6306 

Do 

6.6455 

Do 

6.8521 

Do 

8.2985 

Do 

7.3605 

Do 

6.s)547 

Apr.24-25 

7.2763 

Apr.  25-25 

7.0419 

Do 

6. 1975 

Do 

6.8729 

Do 

6.0621 

Do 

6.1165 

Do 

6.5083 

Do 

5.9039 

Do 

6.9552 

Apr.  26-26 

Apr.  25-26 

6.3319 

Apr.  26-26 

5.9411 

Apr.26-25 

5.  4059 

Apr.  26-26 

4.2818 

Do 

5. 3155 

Do 

5. 4767 

Do 

6.8357 

Apr.26-27 

6.4881 

Apr.  27-27 

6.7254 

Do 

5.9974 

Do 

7.0848 

Do 

6.4407 

Apr.27-29 

6.4227 

Apr.  29-29 

6.2723 

Do 

8.5611 

Do 

8.0410 

Do 

8.8012 

Do 

9.5169 

Do 

8.  7417 

Apr.  30-29 

10. 1879 

Apr.  30-30 

Apr.29-29 

10.9427 

Apr.  29-30 

11.3515 

Apr.30-30 

11.9741 

Do 

(                        111    I 

— OoT 

-B.SBB 

i.    ;.■•. 

-  n.:«x3 

-fU 

-».  i 

J9 

21.5.  175 

11.54.581 

Do 

141-149 

142-143 
143-144 
144-145 
145- Kj 
Ki-146 
146-  La 
Lt-147 
147-148 
147-148 
147-148 
148-M» 
M,-149 
149-150 
149-150 
150-151 
151-Nj 
Nn-Oj 
Oj-152 
152-153 
153-154 
154-155 
155-Pj 
Pt-156 
156-157 
157-158 
158-159 
159-Q» 
Qs-160 
160-161 
160-161 
161-162 
162-163 
163-164 
164-165 
165-R, 
1                       165-R, 

1.  12:. 
1.105 
1.106 
1.024 
0.405 
1.189 
1.055 
1.181 
1.167 
1.167 
1. 107 
0.365 
1.122 
1.072 
1.072 
1.127 
0.644 
0.804 
1.124 
1.253 
1.167 
1.165 
1.116 
1.041 
1.124 
1.134 
1.123 
0.972 
1.161 
1.105 
1.105 
1.145 
1.098 
1.124 
1.143 
0.372 
0.372 

+  0.3.W 
+  0.8472 
+  0.4596 
+  0.4184 

—  0.0825 
+  1.7290 
+  0. 1364 
+  4.1447 

—  2.  7217 

—  2.  7256 

—  2.7266 

—  1.0375 
+  0.4800 

—  0. 6293 

—  0.6327 

—  0. 5167 

—  0.0836 

—  0. 5800 

—  0. 2770 
+  0.3961 

—  3.2235 
+  2.5043 

—  0.2230 
+  1.1967 

—  1.4195 

—  0.9970 
+  1.0675 

—  0.6024 

—  2.1576 
+  0.3417 
+  0.3461 
+  0. 1271 
+  0.5866 
+  1.1539 
+  1.8150 

—  0.8676 

—  0.8649 

■    -0.3579 

—  0.8463 

—  0.  4595 

—  0.42O4 
+  0.0826 

—  1.  7295 

—  0. 1367 

—  4.1458 
+  2.7282 
+  2.7312 

+  ITBBJ 

+  0.8468 
+  0.4596 
+  0.4194 

-  0.  0826 
+  1.7295 
+  0. 1366 
+  4.1452 

I  —  2.7272 

-  1.0367 
+  0.4819 

|  —  0.6323 

-  0. 5182 

-  0.0822 

-  0.5803 

-  0.  2784 
+  0.3950 

-  3.2249 
+  2.5036 

-  0.2233 
+  1.1972 

-  1.4206 

-  0.9959 
+  1.0682 

-  0.6024 

-  2.1580 

|  +  0.3448 
+  0.1272 
+  0.5872 
+  1.1556 

-  1.8144 

}  -  0.8553 

-0.9 
—0.9 
—0.1 
+2.0 
—0.1 
—0.1 
+0.3 
+1.1 

—5.1 

+1.6 
+2.6 

—2.6 

—2.9 

+2.9 
—0.6 
—2.7 
—0.9 
-2.8 
-1.4 
-0.6 
+  1.1 
-2.2 
+2.2 
+  1  4 
-0.1 
-0.7 

+  1.7 

+0.2 
+  1.2 
+3.3 
-1.2 

+  1.8 

—73.  (i 
—74.5 
—74.6 
—72.6 
—72.7 
—72.8 
—72.5 
—71.4 

—76.5 

—74.9 
—72.3 

—74.9 

—77.8 
—74.9 
—75.5 
—78.2 
—79.1 
-81.9 
-83.3 
-83.9 
-82.8 
-85.0 
-82.8 
-81  4 
-81.5 
-82.2 

-80.5 

-80.3 
-79.1 
-75.8 
-77.0 

-75.2 

112 
143 
144 
145 

K, 
146 

L. 
147 

148 

Mg 

149 

150 

151 
N, 
O, 
152 
153 
154 
155 
P. 
156 
157 
158 
159 
Q» 
150 

161 
162 
163 
164 
165 
R, 

210. 9S9 

217.  337 
2ia  443 
219.  467 
219.  872 
221.081 
222.116 
223.297 

224.464 

224.829 
225.951 

227.023 

228. 150 
228.794 
229.598 

230.  722 

231.  975 
233. 142 
234.307 
235.423 
236. 464 
237. 588 
238.722 
239  845 
240.817 
241.978 

243.083 

244-228 
245.326 
246.450 
247.593 

247.965 

12.3525 

Do 

13. 1793 

Do 

13. 6389 

Do 

14.0583 

May  1-2 

13.9757 

Do 

15.7053 

May  1-1 

15. 8419 

Do 

19.9871 

Do 

May  2-2 

17.2599 

May  2 

May  1-1 

+  1.0359 

-  0.4832 
+  0.6347 
+  0.6324 
+  0.5196 
+  0.0807 
+  0.5806 
+  0.2797 

-  0. 3952 
+  3.2263 

-  2.6029 
+  0.2236 

-  1.1978 
+  1.4217 
+  0.9948 

-  1.0689 
+  0.6025 
+  2.1583 

-  0.3462 

-  0.3450 

-  0. 1273 

-  0.5878 

-  1.1572 

-  1.8138 
+  0.8648 
+  0.8641 

16.2232 

Do 

16. 7051 

May  1-2 

16.0728 

May  3-3 

May  2-2 

15.5546 

Do... 

15.  4724 

Do 

14.8921 

May  2-3 

14.6137 

May  3-3 

15.0093 

Do 

11.7844 

Do 

14.2880 

Do.... 

14.0647 

May  6-6 

15.2619 

Do 

13.8413 

Do 

12.8454 

Do  

13  9136 

May  6-7 

13.3112 

May  7-7 

11.1532 

Do  .          

11.4980 

May  9-9  .          

May  7-7  

11.6252 

Do            

12.2124 

Do  

13.3680 

May  7-10 

15.1824 
14.3171 

PKECISE    LEVELING,   BRIGHAM    TO   SAN   FBANCISCO. 
Results  of  leveling,  San  Francisco,  Cal.,  to  Marmol,  Nev. — Continued. 


23 


Date. 


From  B.  M.  to 
B.  M. 


1912. 


May  10-10. 

Do 

Do.... 

Do. ... 
May  11-11.. 
May  10-11.. 

Do.... 
May  11-11. . 

Do 

Do.... 

Do.... 
May  13-11. . 

May  13 

May  13-13. . 

Do 

Do.... 

Do.... 

Do.... 

Do.... 
May  14-13. . 
May  14-14. . 
May  15-14. . 

Do 

Do.... 
May  15-15. . 

Do 

Do.... 

Do.... 

Do.... 

Do.... 
May  16-16. . 

Do.... 

Do.... 

Do.... 

Do.... 

Do.... 

Do.... 

Do.... 
May  16-17. . 
May  17-17.. 

Do.... 

Do.... 

Do.... 

Do.... 

Do.... 
May  17-18. . 
May  18-18. . 

Do 

Do 

Do 

May  21-21.. 
May  18-21. . 
May  21-21. . 

Do.... 

Do 

May  22-22. . 
May  21-21.. 
May  22-22. . 
May  21-21. . 
May  23-23. . 

Do 

Mav  25-23. . 
May  23-24. . 

Do 

Do 

Do 

Do 

May  24-24. . 

Do 

Do 

Do 

May  24-27. . 
May  27-27. . 

Do 

Do 

Do 

Do 

May  28-28. . 

Do 

Do 

Do 

Do 

Do 

May  28-29. . 

Do 

Do 

Do 

May  29-29. . 

Do 

May  30-30. . 
May  29-29. . 

Do 


R»-166 
166-167 
167-168 
168-169 
168-169 
169-S, 
8,-170 
170-171 
170-171 
171-172 
172-173 
173-T, 
173-T, 
T,-174 
174-175 
174-175 
175-176 
176-177 
177-178 
178-U, 
Uj-179 
179-180 
180-181 
181-V, 
V.-182 
182-183 
183-184 
184-185 
185-186 
186-W, 
W»-187 
187-188 
188-189 
189-190 
190-191 
191-Xb 
Xo-192 
192-193 
193-194 
194-195 
195-196 
196-197 
197-198 
198-199 
199-200 
20D-Y. 
Y.-201 
201-202 
202-Z, 
Z„-203 
Zj-203 
203-204 
204-Aio 
Aio-205 
205-Bio 
205-Bio 
Bio-206 
B  io-206 
206-207 
207-208 
208-209 
209-210 
210-Cio 
Cm-211 
211-212 
212-213 
213-214 
214-215 
215-216 
216-217 
217-218 
218-219 
219-220 
220-221 
221-Dio 
D,o-222 
222-223 
223-224 
224-225 
225-226 
226-227 
227-228 
227-228 
228-E,0 
E  io-229 
229-230 
230-231 
231-232 
232-233 
232-233 
233-234 
234-235 


Distance 
in  kilo- 
meters. 


0.797 
1.153 
1.124 
1.204 
1.204 
1.276 
1.118 
0.536 
0.536 
1.124 
1.164 
1.097 
1.097 
0.419 
1.152 
1.152 
1.430 
0.925 
1.236 
1.281 
0.755 
1.146 
1.674 
1.414 
1.281 
1.239 
1.150 
0.670 
0.568 
0.431 
0.879 
1.063 
1.126 
1. 165 
1.123 
0.516 
1.209 
1.117 
0.864 
1.206 
1.242 
1.116 
1.123 
1.204 
1.196 
0.836 
1.151 
1.083 
0.855 
1.179 
1.179 
1.370 
0.686 
1.115 
0.708 
0.708 
1.139 
1.139 
1.165 
0.381 
1.064 
1.012 
0.806 
1.093 
1.042 
1.118 
1.110 
1.341 
1.187 
1.201 
1.179 
1.100 
1.182 
1.092 
1.135 
0.328 
0.999 
1.082 
1.200 
1.150 
1.156 
1.166 
1.166 
0.423 
0.943 
1.070 
0.848 
1.219 
1.248 
1.248 
1.121 
1.116 


Difference  of  elevation. 


Forward 
line. 


m. 

-  0.3208 
+  0.7143 
+  0.7090 

-  0.6267 

-  0.6280 
+  0.4048 

-  1.5941 

-  0. 1397 

-  0. 1408 

-  0.7087 

-  0.5540 

-  0.8306 


+  0.9336 
+  0.5358 
+  0.5322 

-  0.4521 

-  0.0137 

-  0.0328 

-  1.2735 
+  1.3613 

-  0.0301 
+  0.5849 
+  2.2413 

-  0.2640 

-  0. 1783 

-  1.0837 

-  0.4063 
+  0.3017 

-  1.4147 
+  1.2158 

-  1.8684 
+  2.6630 
+  0.6263 

-  0.3541 
+  1.4658 
4-  2.1297 
+  3.4555 
+  1.3824 
+  3.9729 
+  4.8325 
+  4.4840 
+  4.2233 
+  4.7555 
+  4.0077 

-  1.4141 

-  1.4445 

-  1.3679 

-  0.3080 

-  2.7074 

-  2.7104 
+  4.9220 
+  1.9622 
+  3.7930 
+  0.0432 
+  0.0432 
+  6.5651 
+  6.5697 
+  5.4990 
+  0.2591 
+  5.1238 
+  5.5770 
+  1.0782 
+  16.7259 
+  1.4817 
+  12.6253 
+  14.3317 
+13.8172 
+20.0855 
+24.4965 
+23.7184 
+21.8112 
+23.9550 
+25.9405 
+21.6887 
+  4.5922 
+25.0851 
+23.7269 
+24.0176 
+  16.5361 
+  6.9047 
+  12.3755 
+  12.3773 
+  3.5623 
+  9.9482 
+  12.4583 
+  17.5067 
+21.7155 
+  17.8177 
+  17.8193 
+  1.6038 
+  17.3709 


Backward 
line. 


m. 

+  0.3185 

-  0.7149 

-  0.7052 
+  0.6221 
+  0.6250 

-  0.4047 
+  1.5917 
+  0. 1434 
+  0.1433 
+  0.7112 
+  0.5538 
+  0.8305 
+  0.8288 

-  0.9347 

-  0.5309 

-  0.5323 
+  0.4519 
+  0.0100 
+  0.0317 
+  1.2717 

-  1.3626 
+  0.0293 

-  0.5867 

-  2.2408 
+  0.2596 
+  0.1780 
+  1.0851 
+  0.4060 

-  0.3021 
+  1.4151 

-  1.2173 
+  1.8689 

-  2.6661 

-  0.6234 
+  0.3533 

-  1.4657 

-  2.1284 

-  3.4557 

-  1.3833 

-  3.9760 

-  4.8353 

-  4.4826 

-  4.2209 

-  4.7582 

-  4.0105 
+  1.4173 
+  1.4463 
+  1.3692 
+  0.3068 
+  2.7029 
+  2.7087 

-  4.9215 

-  1.9617 

-  3.7961 

-  0.0478 

-  0.0416 

-  6.5696 

-  6.5684 

-  5.4973 

-  0.2594 

-  5.1204 

-  5.5800 

-  1.0778 
-16.7270 

-  1.4820 
-12.6273 
-14.3304 
-13.8179 
-20.0885 
-24.4963 
-23.7194 
-21.8115 
-23.9530 
-25.9374 
-21.6871 

-  4.5919 
-25.0853 
-23.7248 
-24.0183 
-16.5372 

-  6.9039 
-12.3798 
-12.3777 

-  3.5609 

-  9.9498 
-12.4610 
-17.5073 
-21.7159 
-17.8129 
-17.8162 

-  1.6041 
-17.3679 


Mean. 


-  0.3196 
+  0.7146 
+  0.7071 

}•  -  0.6255 

+  0.4048 

-  1.5929 

\  -  0.1418 

-  0.7100 

-  0.5539 

\  -  0.8301 

+  0.9342 

\  +  0.5328 

-  0.4520 

-  0.0118 

-  0.0322 

-  1.2726 
+  1.3620 

-  0.0297 
+  0.5858 
+  2.2410 

-  0.2618 

-  0. 1782 

-  1.0844 

-  0.4062 
+  0.3019 

-  1.4149 
+  1.2166 

-  1.8686 
+  2.6646 
+  0.6248 

-  0.3537 
+  1.4658 
+  2.1290 
+  3.4556 
+  1.3828 
+  3.9744 
+  4.8339 
+  4.4833 
+  4.2221 
+  4.7568 
+  4.0091 

-  1.4157 

-  1.4454 

-  1.3686 

-  0.3074 

•  -  2.7074 

+  4.9218 
+  1.9620 
+  3.7946 

■  +  0.0440 

•  +  6.5682 

+  5.4982 
+  0.2592 
+  5.1221 
+  5.5785 
+  1.0780 
+  16.7264 
+  1.4818 
+  12.6263 
+  14.3310 
+  13.8176 
+20.0870 
+24.4964 
+23.7189 
+  21.8114 
+23.9540 
+25.9390 
+21.6879 
+  4.5920 
+25.0852 
+23.7258 
+24.0180 
+16.5366 
+  6.9043 

+  12.3776 

+  3.5616 
+  9.9490 
+  12.4596 
+  17.5070 
+21.7157 

+  17.8166 

+  1.6040 
+  17.3694 


Discrepancy. 


Par- 
tial. 


771771. 

+2.3 
+0.6 
-3.8 

+3.8 

-0.1 
+2.4 

-3.2 

-2.5 

+0.2 

+  1.0 
+  1.1 
-2.4 

+0.2 
+3.7 
+  1.1 
+  1.8 
+1.3 
+0.8 
+  1.8 
-0.5 
+4.4 
+0.3 
-1.4 
+0.3 
+0.4 
-0.4 
+  1.5 
-0.5 
+3.1 
-2.9 
+0.8 
-0.1 
-1.3 
+0.2 
+0.9 
+3.1 
+2.8 
-1.4 
-2.4 
+2.7 
+2.8 
-3.2 
-1.8 
-1.3 
+1.2 

+3.1 

-0.5 
-0.5 
+3.1 
+  1.5 

+  1.6 
-1.7 
+0.3 
-3.4 
+3.0 
-0.4 
+  1.1 
+0.3 
+2.0 
-1.3 
+0.7 
+3.0 
-0.2 
+  1.0 
+0.3 
-2.0 
-3.1 
-1.6 
-0.3 
+0.2 
-2.1 
+0.7 
+1.1 
-0.8 

+2.4 
-1.4 
+  1.6 
+2.7 
+0.6 
+0.4 

-3.9 

+0.3 
-3.0 


Total 
accu- 
mu- 
lated. 


mm. 
-72.9 
-72.3 
-76.1 
-72.3 

-72.4 
-70.0 

-73.2 

-75.7 
-75.5 

-74.5 

-73.4 

-75.8 

-75.6 
-71.9 
-70.8 
-69.0 
-67.7 
-68.9 
-65.1 
-65.6 
-61.2 
-60.9 
-62.3 
-62.0 
-61.6 
-62.0 
-60.5 
-61.0 
-57.9 
-60.8 
-60.0 
-60.1 
-61.4 
-61.2 
-60.3 
-57.2 
-54.4 
-55.8 
-58.2 
-55.5 
-52.7 
-55.9 
-57.7 
-59.0 
-57.8 

-54.7 

-55.2 
-55.7 
-52.6 


Designa- 
tion 
of  B.  M. 


-51.1 

-49.5 

-51.2 

-50.9 

-54.3 

-51.3 

-51.7 

-50.6 

-50.3 

-48.3 

-49.6 

-48.9 

-45.9 

-46.1 

-45.1 

-44.8 

-46.8 

-49.9 

-51.5 

-51.8 

-51.6 

-53.7 

-53.0 

-51.9 

-52.7 

-50.3 

-51.7 

-50.1 

-47.4 

-46.8 

-46.4 

-50.3 

-50.0 
-53.0 

156 
167 
168 
169 


170 

171 

172 
173 

T, 


176 
177 
178 
U, 
179 
180 
181 
V, 
182 
183 
184 
185 
186 
W, 
187 
188 
189 
190 
191 
X. 
192 
193 
194 
195 
196 
197 
198 
199 
200 
Y„ 
201 
202 
Z, 

203 

204 
Aio 
205 


206 

207 
208 
209 
210 
Cio 
211 
212 
213 
214 
215 
216 
217 
218 
219 
220 
221 
Dio 
222 
223 
224 
225 
226 
227 

228 

Ei, 
229 
230 
231 
232 

233 
234 
235 


Distance 
from 
B.  M. 

City  635. 


km. 
248. 762 
249.925 
251.049 

252.253 

253.529 
254.647 

255.183 

256.307 
257.471 

258.568 

258.987 

260. 139 

261.569 
262.494 
263.  730 
265.011 
265. 766 
266.912 
268.586 
270.000 
271. 281 
272. 520 
273.670 
274.340 
274.908 
275.339 
276.218 
277. 281 
278.407 
279.572 
280. 695 
281.211 
282.420 
283.537 
284.401 
285.607 
286.849 
287.965 
289.088 
290.292 
291.488 
292.324 
293.475 
294.558 
295.413 

296.592 

297.962 
298.648 
299.763 

300.471 

301.610 

302.775 
303.156 
304.220 
305. 232 
306.038 
307. 131 
308. 173 
309.291 
310.401 
311.742 
312.929 
314.130 
315.309 
316.409 
317.591 
318.683 
319.818 
320. 146 
321.145 
322. 227 
323.427 
324.577 
325.733 

326.899 

327.322 
328.265 
329.335 
330. 183 
331.402 

332.650 

333.771 
334.887 


Observed 

elevation 

above 

mean 

sea  level. 


m. 

13.9975 
14.7121 
15.4192 

14.7937 

15.1985 
13.6056 

13.4538 

12.7538 
12.1999 

11.3698 


12.8368 

12.3848 
12.3730 
12.3408 
11.0682 
12.4302 
12.4005 
12.9863 
15.2273 
14.9655 
14.7873 
13.7029 
13.2967 
13.5986 
12. 1837 
13.4003 
11.5317 
14.1953 
14.8211 
14.4674 
15. 9332 
18.0622 
21.5178 
22.9006 
26.8750 
31.7089 
36. 1922 
40.4143 
45. 1711 
49. 1802 
47.7645 
46.3191 
44.9505 
44.6431 

41.9357 

46.8575 
48.8195 
52.6141 


59.2263 

64.7245 

64.9837 

70. 1058 

75.6843 

76.7623 

93.4887 

94.9705 

107.5968 

121.9278 

135.7454 

155.8324 

180.3288 

204.0477 

225.8591 

249.8131 

275.7521 

297.4400 

302.0320 

327.1172 

350.8430 

374.8610 

391.3976 

398.3019 

410.6795 

414.2411 
424. 1901 
436.6497 
454. 1567 
475.8724 

493.6890 

495.2930 
512.6624 


24 


U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 
Results  of  leveling,  San  Francisco,  Cal.,  to  Marmol,  Nev. — Continued. 


Date. 


From  B.  M.  to 
B.  M. 


Distance 
in  kilo- 
meters. 


Difference  of  elevation. 


Forward 
line. 


Backward 
line. 


Mean. 


Discrepancy. 


Par- 
tial. 


Total 
accu- 
mu- 
lated. 


Designa- 
tion 
of  B.  M. 


Distance 
from 
B.  M. 

City  635. 


Observed 

elevation 

above 

mean 

sea  level. 


1912. 

May  29-31 

May  31-31 

May  30-30 

Do 

Do 

Do 

Do 

May  31-31 

Do 

Do 

June  3-3 

May  31-31 

Do 

June  3-3 

Do 

Do 

Do 

Do 

June  4-4 

Do 

Do 

Do 

Do 

June  4-5 

June  5-5 

Do 

June  5-6 

June  6-6 

Do 

Do 

Do 

Do 

Do 

Do 

June  6-7 

June7 

June  8-8 

June  7-7 

June  8-8 

June  7-7 

Do 

June  8-8 

June  7-8 

June  8-8 

Do 

Do 

June  8-10 

June  10-10 

Do 

Do 

Do 

Do 

June  13-14 

June  10-14 

June  14-14 

June  13-14 

Do 

June  14-14 

June  13 

June  15-15 

June  13-14 

Do 

Do 

June  15-15 

Do 

June  17-17 

June  15-15 

Do 

June  17-17.... 

Do 

June  18-18 

June  17-17 

Do 

Do 

Do 

June  18-18 

Do 

Do 

Do 

Do 

Do 

June  18-20 

June  20-20 

Do 

Do 

Do 

Do 

Do 

June  21-20 

June  21-21 


235-236 
235-236 
236-237 
237-F,„ 
Fio-238 
238-Gio 
Gio-239 
239-240 
240-241 
241-242 
241-242 
242-243 
243-244 
243-244 
244-245 
245-246 
246-247 
247-H,o 
Hio-248 
248-249 
249-250 
250-251 
251-Iio 
Iio-252 
252-253 
253-Jio 
Jio-254 
254-255 
255-256 
256-257 
257-258 
258-259 
259-260 
260-261 
261-262 
262-263 
262-263 
263-264 
283-264 
264-Kio 
Kio-265 
Kin  265 
265-266 
266-267 
267-268 
268-269 
269-270 
270-271 
271-272 
271-272 
272-Lio 
Lto-273 
Lio-273 
273-274 
273-274 
274-275 
275-276 
275-276 
276-277 
276-277 
277-278 
278-279 
279-Mio 
Mio-280 
280-281 
281-282 
282-283 
283-Nio 
Nio-284 
284-285 
284-285 
285-286 
286-287 
287-288 
288-289 
289-290 
290-291 
291-O10 
O  io-292 
292-293 
293-294 
294-295 
295-296 
296-297 
297-298 
298-299 
299-300 
300-301 
301-302 
302-303 


1.171 
1.171 
1.116 
0.688 
1.120 
1.071 
1.154 
1.134 
1.024 
1.099 
1.099 
1.180 
1.119 
1.119 
1.195 
1.003 
0.976 
0.386 
1.128 
1.118 
1.102 
1.098 
0.761 
1.076 
1.139 
1.005 
0.885 
1.154 
1.183 
1.079 
1.190 
1.152 
1.179 
0.886 
0.965 
1.159 
1.159 
1.097 
1.097 
0.884 
1.078 
1.078 
0.914 
1.101 
1.092 
1.088 
0.497 
1.093 
1.092 
1.092 
0.944 
1.038 
1.038 
0.837 
0.837 
1.289 
1.295 
1.295 
1.299 
1.299 
1.291 
1.295 
1.437 
0.986 
0.944 
0.260 
1.002 
0.681 
1.006 
0.997 
0.997 
0.999 
0.998 
0.987 
0.996 
1.000 
0.993 
0.300 
1.013 
1.079 
1.000 
0.225 
0.220 
1.141 
1.183 
1.144 
1.054 
1.182 
1.073 
1.089 


+  13.5697 
+  13.5735 
+  7.4743 
+  1.4563 
+11.3428 
+22. 7227 
+19. 9707 
+22.6956 
+21.2278 
+21.9504 
+21.9523 
+23.6097 
+15.6731 
+15.6773 

-  0.7227 
+  0.0813 
+  1.3804 
+  4.6663 

-  4.3546 
+  6.4256 
+  16.4008 
+11.4355 
+  6.4652 

-  2.1380 

-  4.0866 
+  2. 1232 
+  17.5293 
+22. 1958 
+25.4462 
+21.4982 
+22.6055 
+  14.0240 
+22.6599 
+  15.4772 
+11.1318 

(') 
+22.2132 
+22. 9247 
+22.9228 
+  17.3219 
+15.0453 
+15.0498 
+  4.4092 
+22.0597 
+22.3830 
+23.0163 
+10.3424 
+24.1956 
+24.4290 
+24.4301 
+22.1225 
+  19.2222 
+  19.2189 
+  18.5748 
+18.5746 
+28. 1738 
+28. 3798 
+28.3803 
+28.9543 
+28.9555 
+28.5796 
+28.7109 
+31. 1632 
+21.4629 
+20.9333 
+  5.7555 
+20.9079 
+  14.1001 
+18.9429 
+20.3287 
+20.3284 
+20.8690 
+20.8402 
+21.2308 
+  18.2097 
+  16.9239 
+  16.2778 
+  5.0827 
+  14.9183 
+  19.6415 
+17.9413 
+  3.8387 
+  4.1097 
+20.5586 
+21. 1530 
+20.9799 
+  8.8671 
+15.6842 
+17.0593 
+15.5451 


m. 
-13.5748 
-13.5730 

-  7.4757 

-  1.4561 
-11.3450 
-22.7222 
-19.9680 
-22.6968 
-21.2266 
-21.9545 
-21.9542 
-23.6128 
-15.6788 
-15.6761 
+  0.7229 

-  0.0802 

-  1.3791 

-  4.6672 
+  4.3563 

-  6.4228 
-16.4031 
-11.4378 

-  6.4652 
+  2.1353 
+  4.0875 

-  2.1237 
-17.5279 
-22. 1943 
-25.4439 
-21.4977 
-22.6054 
-14.0218 
-22.6609 
-15.4789 
-11.1309 
-22.2113 
-22.2103 
-22.9180 
-22.9209 
-17.3204 
-15.0510 
-15.0496 

-  4.4114 
-22.0596 
-22.3805 
-23.0179 
-10.3426 
-24. 1932 
-24.4237 
-24.4295 
-22.1230 
-19.2178 
-19.2224 
-18.5706 
-18.5742 
-28. 1714 
-28.3749 
-28.3786 

(') 
-28.9548 
-28. 5774 
-28. 7124 
-31. 1613 
-21.4656 
-20.9350 

-  5.7564 
-20.9059 
-14.0992 
-18.9410 
-20.3245 
-20.3278 
-20.8709 
-20.8397 
-21.2328 
-18.2075 
-16.9264 
-16.2781 

-  5.0816 
-14.9223 
-19.6422 
-17.9428 

-  3.8395 

-  4.1094 
-20.5625 
-21.1519 
-20.9779 

-  8.8677 
-15.6835 
-17.0577 
-15.5458 


m. 

+  13.5728 

+  7.4750 
+  1.4562 
+11.3439 
+22.7224 
+19.9694 
+22.6962 
+21.2272 

+21.9529 

+23.6112 

+15.6763 

-  0.7228 
+  0.0808 
+  1.3798 
+  4.6668 

-  4.3554 
+  6.4242 
+  16.4020 
+11.4366 
+  6.4652 

-  2.1366 

-  4.0870 
+  2.1234 
+17.5286 
+22.1950 
+25.4450 
+21.4980 
+22.6054 
+  14.0229 
+  22.6604 
+15.4780 
+11.1314 

+22.2120 

+22.9216 

+17.3212 

+15.0490 

+  4.4103 
+22.0596 
+22.3818 
+23.0171 
+  10.3425 
+24.1944 

+24.4281 

+22.1228 

+  19.2204 

+  18.5736 
+28. 1726 
+28.3784 

+28. 9548 

+28. 5785 
+28. 7116 
+31.1622 
+21.  4642 
+20.9342 
+  5.7560 
+20.9069 
+  14.0996 
+18.9420 
+20.3274 

+20. 8700 
+20.8400 
+21.2318 
+  18.2086 
+  16.9252 
+  16.2780 
+  5.0822 
+  14.9203 
+  19.6413 
+17.9420 
+  3.8391 
+  4.1096 
+20.5606 
+21. 1524 
+20.9789 
+  8.8674 
+  15.6838 
+  17.0585 
+15.5454 


+2.3 

+  1.4 

-0.2 
+2.2 
-0.5 
-2.7 
+1.2 
-1.2 

+3.0 

+3.1 

+2.2 

-0.2 
-1.1 
-1.3 

+0.9 
-1.7 
-2.8 
+2.3 
+2.3 
0.0 
+2.7 
-0.9 
+0.5 
-1.4 
-1.5 
-2.3 
-0.5 
-0.1 
-2.2 
+1.0 
+1.7 
-0.9 

-2.4 

-4.4 

-1.5 

+2.7 

+2.2 
-0.1 
-2.5 
+1.6 
+0.2 
-2.4 

-3.0 

+0.5 

-0.5 

-2.3 
-2.4 
-3.2 

-0.1 

-2.2 

+1.5 
-1.9 
+2.7 
+  1.7 
+0.9 
-2.0 
-0.9 
-1.9 
-2.4 

+1.9 
-0.5 
+2.0 
-2.2 
+2.5 
+0.3 
-1.1 
+4.0 
+0.7 
+1.5 
+0.8 
-0.3 
+3.9 
-1.1 
-2.0 
+0.6 
-0.7 
-1.6 
+0.7 


-50.7 

-49.3 
-49.5 
-47.3 
-47.8 
-50.5 
-49.3 
-50.5 

-47.5 


-42.2 

-42.4 
-43.5 
-44.8 
-43.9 
-45.6 
-48.4 
-46.1 
-43.8 
-43.8 
-41.1 
-42.0 
-41.5 
-42.9 
-44.4 
-46.7 
-47.2 
-47.3 
-49.5 
-48.5 
-46.8 
-47.7 


-54.5 

-56.0 

-53.3 

-51.1 
-51.2 
-53.7 
-52.1 
-51.9 
-54.3 

-57.3 

-56.8 
-57.3 

-59.6 
-62.0 
-65.2 

-65.3 

-67.5 
-66.0 
-67.9 
-65.2 
-63.5 
-62.6 
-64.6 
-65.5 
-67.4 


-67.9 
-68.4 
-66.4 
-68.6 
-66.1 
-65.8 
-66.9 
-62.9 
-62.2 
-60.7 
-59.9 
-60.2 
-56.3 
-57.4 
-59.4 
-58.8 
-59.5 
-61.1 
-60.4 


236 
237 
Fio 
238 
Gio 
239 
240 
241 

242 

243 

244 

245 
246 
247 
Hio 
248 
249 
250 
251 

Ilo 
252 
253 

Jio 
254 
255 
256 
257 
258 
259 
260 
261 
262 

263 

264 

K,o 

265 

266 
267 
268 
269 
270 
271 

272 

Lio 

273 

274 
275 
276 

277 

278 
279 
M,o 
280 
281 
282 
283 
N,o 
284 

285 

286 
287 
288 
289 
290 
291 
O,o 
292 
293 
294 
295 
296 
297 
298 
299 
300 
301 
302 
303 


km. 
336.058 
337.174 
337.862 
338.982 
340. 053 
341.207 
342.341 
343.365 
344.464 
345.644 
346.753 

347.958 
348.961 
349.937 
350.323 
351.451 
352. 569 
353.671 
354.769 
355.530 
356.606 
357.745 
358.750 
359. 635 
360. 789 
361.972 
363.  051 
364.241 
365.393 
366. 572 
367.458 
368.423 

369.582 

370.679 

371.563 

372. 641 

373.555 
374.656 
375. 748 
:!7<;.  836 
377.333 
378.426 

379.518 

380.462 

381.500 

382.337 
383.626 
384.921 

386. 220 

387. 511 
388.806 
390.  243 
391.229 
392. 173 

392.  433 

393.  435 
394. 116 
395. 122 

396.119 

397.118 
398. 116 
399. 103 
400.099 
401.099 
402.092 
402. 392 
403. 405 

404.  484 
405.484 

405.  709 
405. 929 
407. 070 
408. 253 
409.  397 
410.451 
411.633 
412.706 
413.795 


m. 

526.2352 

533. 7102 
535.1664 
546. 5103 
569.2327 
589.2021 
611.8983 
633.1255 

655.0784 

678.6896 

694.3659 

693.6431 
693.7239 
695. 1037 
699.7705 
695.4151 
701.8393 
718.2413 
729. 6779 
736. 1431 
734.0065 
729.9195 
732. 0429 
749. 5715 
771.7665 
797.2115 
818. 7095 
841.3149 
855. 3378 
877.9982 
893.4762 
904.6076 

926.8196 

949.7412 

967.0624 

982. 1114 

986. 5217 
1008. 5813 
1030.  9631 
1053. 9802 
1064.3227 
1088.5171 

1112.9452 

1135.0680 

1154.2884 

1172.8620 
1201.0346 
1229. 4130 

1258.3678 

1286. 9463 
1315.6579 

1346.  sroi 

1368.  2843 
1389.  2185 
1394.  9745 
1415.  8814 
1429.9810 
1448.  9230 

1409.2504 

1490. 1204 
1510.9604 
1532. 1922 
1550.4008 
1567. 3260 
1583.6040 
1588.6862 
1003.  6065 
1623.2483 
1641. 1903 
1645. 0294 
1649. 1390 
1669. 6996 
1690.  8520 
1711.8309 
1720.6983 
1736.3821 
1753.4406 
1768.9860 


I  Rejected  in  field. 


PRECISE   LEVELING,  BRIGHAM   TO  SAN   FEANCISCO. 
Results  of  leveling,  San  Francisco,  Cat,  to  Marmol,  Nev. — Continued. 


25 


Date. 


From  B.  M.  to 
B.  M. 


Jane  21-21. 

Do.... 

Do.... 
June  22-22. 

Do.... 

Do.... 

Do.... 

Do.... 
June  24-24. 

Do.... 

Do.... 

Do.... 
June  26-26. 

Do.... 

Do.... 

Do.... 

Do.... 

Do 

June  27-27. 

Do 

Do 

Do 

Do 

June  27-29. 

June  28 

June  29-29. 
June  28-28. 

Do 

Do 

Do 

July  1-1.... 

Do 

Do 

Do 

Do 

July  6-6.... 

Do 

Do 

July  2-2.... 

Do 

Do 

July3 

July3-3.... 

Do 

July  3-2.... 

Do 

Do 

Do 

Do 

Do 

July  5-5.... 
July  6-6.... 
July  5-5.... 

Do 

Do 

Do 

Do 

Do 

Do 

July  8-8.... 

Do 

Do 

Do 

Do 

Do 

Do 

Do 

July9-fl.... 

Do 

Do 

Do 

Do 

July  9 

July  10-10.. 
July  9-9.... 
July  10-10.. 
July  11-11 . . 
July  10-10.. 

Do 

July  10-11.. 
July  11-11.. 

Do 

Do 

Do 

Do 

July  12-12.. 

Do 

Do 

Do 


303-304 
304-Pio 
P,o-305 
305-306 
306-307 
307-308 
308-309 
309-310 
310-311 
311-312 
312-313 
313-314 
314-Qio 
Qio-315 
315-316 
316-317 
317-318 
318-319 
319-320 
320-321 
321-Rm 
Rltr322 
322-323 
323-324 
324-325 
324-325 
325-326 
325-326 
326-327 
327-328 
328-329 
329-Sio 
Sio-330 
330-331 
331-332 
332-333 
333-334 
334-Tio 
TV335 
335-336 
336-337 
336-337 
337-338 
338-339 
339-340 
340-341 
341-342 
342-343 
343-344 
344-Uio 
Unr345 
Uio-345 
345-346 
346-347 
347-348 
348-349 
349-350 
350-351 
351-352 
352-V10 
V„,-353 
353-354 
354-355 
355-356 
356-357 
357-358 
358-359 
359-360 
360-361 
361-W,o 
WI0-362 
863-863 
363-364 
363-364 
364-365 
365-366 
885-868 
366-367 
367-368 
368-X,o 
Xio-369 
369-370 
370-371 
371-372 
372-Y,o 
Yio-373 
373-D, 
D.-E, 
Er-F, 


Distance 
in  kilo- 
meters. 


1.183 

1.100 

1.097 

1.060 

1.099 

1.221 

1.228 

1.158 

1.124 

1.216 

1.117 

1.081 

0.289 

0.862 

1.106 

1.143 

1.083 

1.038 

1.330 

1.083 

1.149 

0.779 

0.996 

0.932 

1.091 

1.091 

1.219 

1.219 

1.123 

0.662 

1.041 

0.969 

0.648 

0.842 

1.040 

0.523 

0.821 

0.679 

0.505 

0.989 

0.958 

0.958 

1.027 

0.900 

1.066 

1.060 

0.963 

1.061 

0.981 

1.123 

1.178 

1.178 

1.071 

1.106 

1.144 

1.178 

1.079 

1.080 

1.080 

0.756 

1.090 

1.083 

1.080 

1.032 

1.080 

1.080 

1.076 

1.141 

1.080 

1.019 

1.094 

1.061 

1.009 

1.009 

1.088 

1.080 

1.080 

0.964 

1.038 

0.602 

1.079 

1.224 

0.818 

0.714 

0.894 

1.128 

0.828 

0.921 

0.103 


Diflerence  ot  elevation. 


Discrepancy. 


Forward 
line. 


m. 
+20. 1214 
+16.1330 
+  16.0222 
+  14.8408 
+  16.7968 
+18.9571 
+17. 1302 
+18.8207 
+18.3130 
+19.2307 
+18.  2481 
+17.3217 
+  3.8663 
+12.3081 
+14. 1021 
+16.2331 
+  16.3500 
+15. 1519 
+22. 7926 
+19. 1857 
+21.9775 
+11.3078 

-  9.7794 
-15.  7318 
-19.3325 
-19.3304 
-20. 2618 
-20. 2667 
-18.6381 
-11.2852 
-18.4714 
-15.1132 
-11.8867 
-14.4711 
-17.8235 

-  7.4008 
-14.4426 
-11.4040 

-  8.3629 
-16.9016 
-10.6400 


Backward 
line. 


-  7.9882 

-  8.0324 
-14.8053 
-16.9283 
-18.2706 
-18.0310 
-17.4063 
-16.8868 
-12. 4227 
-12.4267 
-10.0166 

-  3.5131 

-  5.4759 

-  9. 8161 

-  6.1066 

-  9.2335 

-  5. 1659 

-  2. 1912 

-  8.9198 

-  8.7450 

-  5.9497 

-  6.1358 

-  4.0053 

-  4.0098 

-  3.2569 

-  8.8346 

-  8.3375 

-  2.8024 
-14.9729 

-  5.5120 
(') 

-13.3414 
-13.0748 

-  7.9983 

-  7.9984 

-  9.4670 

-  7.5637 

-  3.9117 

-  6.8315 
-10.5289 

-  5. 1045 

-  5.7014 
-11.0127 

-  9. 1245 
-10.0122 

-  2.3403 

-  0.4395 


771. 
-20.1206 
-16.1363 
-16.0258 
-14.8434 
-16.  7967 
-18.9571 
-17.1325 
-18.8250 
-18.3123 
-19.2303 
-18.2483 
-17.3199 
-  3.8670 
-12.3063 
-14.1038 
-16.2352 
-16.3478 
-15.1536 
-22. 7964 
-19. 1846 
-21.9771 
-11.3077 
+  9.7794 
+  15.7284 

0) 
+19.3272 
+20.2679 
+20.2706 
+18.6388 
+11.2819 
+18.4737 
+  15.1162 
+11.8874 
+  14.4709 
+  17.8225 
+  7.4004 
+  14.4431 
+  11.4052 
+  8.3632 
+16.9004 
+  10.6404 
+10.6413 
+  7.9877 
+  8.0325 
+14.8087 
+  16.9304 
+18.2699 
+18.0318 
+  17.4053 
+16.8883 
+12.4284 
+12.4255 
+10.0172 
+  3.5142 
+  5.4744 
+  9.8139 
+  6.1060 
+  9.2333 
+  5.1647 
+  2. 1929 
+  8. 9200 
+  8.7467 
+  5.9522 
+  6.1386 
+  4.0013 
+  4.0113 
+  3.2599 
+  8.8326 
+  8.3369 
+  2.8023 
+14.9727 
+  5.5131 
+13.3447 
+13.3414 
+13.0783 
+  8.0026 
+  7.9995 
+  9.4675 
+  7.5627 
+  3.9136 
+  6.8310 
+  10.5302 
+  5. 1039 
+  5.70OO 
+11.0118 
+  9. 1264 
+10.0141 
+  2.3422 
+  0.4398 


Mean. 


m. 
+20. 1210 
+  16.1346 
+  16.0240 
+  14.8421 
+16.7968 
+  18.9571 
+17. 1314 
+18.8228 
+18.3126 
+  19.2305 
+18.2482 
+17.3208 
+  3.8666 
+12.3062 
+14. 1030 
+  16.2342 
+16.3489 
+15.1528 
+22.  7945 
+  19.1852 
+21.9773 
+11.3078 
-  9.7794 
-15.7301 

-19.3293 


" 


}- 


}" 


20.2667 

-18.6384 
-11.2836 
-18.4726 
-15.1147 
-11.8870 
-14. 4710 
-17.8230 

-  7.4006 
-14.4428 
-11.4046 

-  8.3630 
-16.9010 

10.6404 

7.9880 
8.0324 
-14.8070 
-16.9294 
-18.2702 
-IS. 0314 
-17.4058 
-16.8876 

12.4258 

-10.0169 

-  3.5136 

-  5.4752 

-  9.8150 
-6. 1083 

-  9.2334 

-  5.1653 

-  2.1920 

-  8.9199 

-  8.7458 

-  5.9510 

-  6. 1372 

-  4.0033 

-  4.0106 

-  3.2584 

-  8.8336 

-  8.3372 

-  2.8024 
-14.9728 

-  5.5126 

13.3422 


-13.0766 

-  7.9997 

-  9.4672 

-  7.5632 

-  3.9126 

-  6.8312 
-10.5296 

-  5. 1042 

-  5.7007 
-11.0122 

-  9. 1254 
-10.0132 

-  2.3412 

-  0.4396 


Par- 
tial. 


}- 


mm. 
-0.8 
+3.3 
+3.6 
+2.6 
-0.1 
0.0 
+2.3 
+4.3 
-0.7 
-0.4 
+0.2 
-1.8 
+0.7 
+0.2 
+  1.7 
+2.1 
-2.2 
+  1.7 
+3.8 
-1.1 
-0.4 
-0.1 
0.0 
+3.4 

+4.2 

-5.0 

-0.7 
+3.3 
-2.3 
-3.0 
-0.7 
+0.2 
+  1.0 
+0.4 
-0.5 
-1.2 
-0.3 
+  1.2 

-0.8 

+0.5 
-0.1 
-3.4 
-2.1 
+0.7 
-0.8 
+  1.0 
-1.5 

-2.3 


Total 
accu- 
mu- 
lated. 


mm. 

-61.2 

-57.9 

-54.3 

-51.7 

-51.8 

-51.8 

-49.5 

-45.2 

-45.9 

-46.3 

-46.1 

-47.9 

-47.2 

-47.0 

-45.3 

-43.2 

-45.4 

-43.7 

-39.9 

-41.0 

-41.4 

-41.5 

-41.5 

-38.1 

-33.9 

-38.9 

-39.6 
-36.3 
-38.6 
-41.6 
-42.3 
-42.1 
-41.1 
-40.7 
-41.2 
-42.4 
-42.7 
-41.5 

-42.3 

-41.8 
-41.9 
-45.3 
-47.4 
-46.7 
-47.5 
-46.5 
-48.0 

-50.3 


Designa- 
tion 
ofB.  M. 


-0.6 

-50.9 

-1.1 

-52.0 

+  1.5 

-50.5 

+2.2 

-48.3 

+0.6 

-7.74 

+0.2 

-47.5 

+1.2 

-46.3 

-1.7 

-48.0 

-0.2 

-48.2 

-1.7 

-49.9 

-2.5 

-52.4 

-2.8 

-55.2 

+4.0 

-51.2 

-1.5 

-52.7 

-3.0 

-55.7 

+2.0 

-53.7 

+0.6 

-53.1 

+0.1 

-53.0 

+0.2 

-52.8 

-1.1 

-53.9 

-1.6 

-55.5 

-3.5 

-59.0 

-2.6 

-61.6 

-0.5 

-62.1 

+  1.0 

-61.1 

-1.9 

-63.0 

+0.5 

-62.5 

-1.3 

-63.8 

+0.6 

-63.2 

+  1.4 

-61.8 

+0.9 

-60.9 

-1.9 

-62.8 

-1.9 

-64.7 

-1.9 

-68.6 

-0.3 

-66.9 

304 
Pio 
305 
306 
307 
308 
309 
310 
311 
312 
313 
314 
Qio 
315 
316 
317 
318 
319 
320 
321 
Rio 
322 
323 
324 

325 

326 

327 
328 
329 
Sio 
330 
331 
332 
333 
334 
Tm 
335 
336 

337 
338 
339 
340 
341 
342 
343 
344 
Ul0 

345 

346 
347 
348 
349 
350 
351 
352 
V,o 
353 
354 
355 
356 
357 
35S 
359 
360 
361 
W,o 
362 
363 

364 

365 


367 
368 
Xio 
369 
370 
371 
372 
Y,„ 
373 
D, 
E, 
F, 


Distance 
from 
B.  M. 

City  635. 


km. 
414. 978 
416.078 
417.175 
418.235 
419. 334 
420.555 
421.783 
422.941 
424.065 
425.281 
426.398 
427.479 
427.768 
428.630 
429.736 
430. 879 
431.962 
433.000 
434.330 
435.  413 
436. 562 
437.341 
438. 337 
439. 269 

440.360 

441.579 

442. 702 
443.364 
444. 405 
445.374 
446.022 
446.864 
447.904 
448. 427 
449.248 
449.927 
450.432 
451.421 

452.379 

453.406 
454.306 
455. 372 
456.  432 
457.395 
458.456 
459. 437 
460.560 

461.738 

462.809 
463.915 
465.059 
466.237 
467.316 
468.396 
469. 476 
470. 232 
471.322 
472. 405 
473. 485 
474.517 
475. 597 
476. 677 
477. 753 
478. 894 
479.974 
480.993 
482.087 
483. 148 

484. 157 

485.245 

486.325 

487.289 
488.327 
488.929 
490.008 
491.2(2 
492. 050 
492. 764 
493.  658 
494.786 
495. 614 
496. 535 
496. 688 


Observed 

elevation 

above 

mean 

sea  level. 


m. 
1789. 1070 
1805.2416. 
1821.2656 
1836. 1077 
1852. 9045 
1871. 8616 
1888.9930 
1907.8158 
1926. 1284 
1945.3589 
1963. 6071 
1980. 9279 
1984.  7945 
1997. 1007 
2011.2037 
2027. 4379 
2043.  7868 
2058. 9396 
2081.  7341 
2100. 9193 
2122. 8966 
2134.  2044 
2124.  4250 
2108.6949 
2089.3656 

2069.0989 

2050.4605 
2039. 1769 
2020.  7043 
2005.5896 
1993.  7026 
1979. 2316 
1961.4088 
1954.0080 
1939. 5652 
1928.1608 
1919. 7976 
1902.8966 

1892.2562 
1884. 2682 
1876. 2358 
1861.4288 
1844. 4994 
1826.2292 
1808. 1978 
1790. 7920 
1773.9044 

1761. 4786 

1751. 4617 
1747.9481 
1742.  4729 
1732.  6579 
1726.  5516 
1717. 3182 
1712. 1529 
1709.9609 
1701.0410 
1692.  2952 
1686.3442 
1680. 2070 
1676.  2037 
1672. 1931 
1668. 9347 
1660. 1011 
1651.  7639 
1648.9615 
1633.9887 
1628.4761 

1615.1339 

1602.0573 

1594.0576 

1584.5904 
1577.0272 
1573. 1146 
1566. 2834 
1555.7538 
1550. 6496 
1544.9489 
1533.9367 
1524.8113 
1514.7981 
1512. 4569 
1512.0173 


i  Rejected  in  field. 


26  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION   NO.   22. 

RATE   OF   PROGRESS. 

The  average  rates  of  progress  for  the  two  seasons  were  73  miles  per  month  in  1911  and 
77.4  miles  per  month  in  1912.  The  maximum  progress  in  any  one  calendar  month  was  88 
miles  in  1911  and  87  miles  in  1912.  The  average  monthly  progress  for  28  seasons  of  precise 
leveling,  as  shown  on  page  30  of  Special  Publication  No.  18,  is  69.5  miles.  The  rates  of  progress 
for  the  two  seasons  leveling  on  the  San  Francisco-Brigham  line  are,  respectively,  5  and  11 
per  cent  greater  than  that  average  value. 

The  maximum  rates  of  progress  attained  in  precise  leveling  by  this  survey  in  recent  years 
are  given  on  pages  14  and  15  of  Precise  Leveling  in  the  United  States,  1903-1907,  and  page 
30  of  Special  Publication  No.  18. 

COST  OF  LEVELING. 

The  cost  per  mile  of  leveling  during  the  season  of  1911  was  $14.09  ($8.75  per  kilometer) 
while  the  cost  of  the  leveling  during  the  season  of  1912  was  $10.73  per  mile  ($6.67  per  kilo- 
meter). The  average  cost  per  mile  for  the  whole  line  was  $11.90.  This  is  in  close  agreement 
with  the  average  cost  for  a  number  of  seasons  of  leveling,  which  as  stated  on  page  31  of  Special 
Publication  No.  18  is  $11.10. 

The  lower  unit  cost  of  the  work  in  1912  was  due  largely  to  the  use  of  the  motor  velocipede 
car  which  made  the  rate  of  progress  more  rapid,  to  the  longer  season,  and  to  the  absence  of 
heavy  transportation  charges  on  equipment  at  the  beginning  and  end  of  the  season.  The 
places  at  which  it  was  possible  to  get  hotel  accommodations  for  the  party  were  closer  together 
than  in  1910.  The  increased  experience  of  the  observer,  who  was  also  the  chief  of  party,  was 
no  doubt  an  additional  factor. 

The  above  figures  represent  the  actual  cost  of  the  leveling,  including  the  establishment 
of  the  bench  marks,  with  the  exception  of  the  cost  of  the  instruments  and  stationery.  It 
includes  the  transportation  to  and  from  the  field  paid  by  the  Government  and  all  wages  and 
salaries,  including  those  of  the  chief  of  party  and  recorder.  The  salary  of  the  chief  of  party 
was  charged  to  the  leveling  for  the  whole  period  during  which  he  was  engaged  upon  work 
incidental  to  the  leveling,  including  the  time  spent  in  travel  to  and  from  the  field,  the  time 
spent  in  preparing  for  the  field,  and  in  completing  field  reports,  records,  and  computations  at 
the  end  of  the  season.  One-eleventh  has  been  added  to  the  salary  actually  paid  the  chief 
of  party  during  the  time  he  was  connected  with  the  leveling,  to  take  account  of  the  fact  that 
the  Government  pays  its  permanent  employees  12  months'  salary  for  11  months'  work  upon 
an  average. 

In  view  of  the  unfavorable  character  of  the  country  and  the  steep  grades  encountered, 
especially  on  the  western  end  of  the  line,  the  cost  of  the  work  must  be  considered  very  satisfactory. 

ORGANIZATION  OF  PARTY. 

The  party  consisted  of  the  chief,  who  made  all  of  the  observations,  and  5  hands.  One 
of  these  recorded  the  observations,  2  were  rodmen,  1  held  the  sunshade,  and  1  the  wind 
shield. 

The  equipment  was  practically  the  same  as  that  used  on  previous  lines.  During  the 
greater  part  of  the  season  of  1911  two  hand-driven  velocipede  cars  were  used  to  transport 
the  party  to  and  from  the  work  and  during  the  actual  leveling.  For  several  weeks  at  the  end 
of  the  first  season  and  during  the  entire  season  of  1912,  one  hand-driven  velocipede  car  and 
one  motor-driven  velocipede  car  were  used. 

During  the  first  season  the  members  of  the  party  lived  mostly  in  tents.  At  all  except 
one  of  the  headquarters  they  were  able  to  obtain  their  meals  at  hotels,  and  thus  they  avoided 
the  necessity  of  running  their  own  mess.  In  1912  it  was  possible  to  secure  hotel  accommoda- 
tions, both  quarters  and  meals,  throughout  the  season. 

For  a  detailed  account  of  the  usual  organization  and  equipment  and  also  the  management 
of  a  precise  leveling  party,  see  pages  14  to  17  of  Special  Publication  No.  18. 


PRECISE    LEVELING,   BRIGHAM   TO   SAN   FRANCISCO.  27 

CONNECTIONS  WITH   OTHER   LEVELING. 

The  western  end  of  the  leveling  was  started  from  four  bench  marks  established  by  the 
engineering  department  of  the  city  of  San  Francisco.  The  elevation  of  those  marks  had 
been  determined  by  precise  leveling  from  the  tidal  bench  marks  near  the  tidal  station  at  the 
Presidio. 

At  a  number  of  places  connections  were  made  with  bench  marks  of  the  United  States 
Geological  Survey.  The  bench  marks  of  the  Southern  Pacific  Railway  were  connected  with 
the  new  leveling  whenever  practicable,  and  when  of  a  substantial  character  were  used  instead 
of  setting  new  permanent  bench  marks. 

Except  in  the  case  of  the  city  bench  marks  in  San  Francisco  all  those  of  previous 
leveling  with  which  connections  were  made,  were  given  the  United  States  Coast  and  Geodetic 
Survey  designation  letter  followed  by  the  initials  of  the  organization  which  established  the 
mark. 

AGREEMENT   OF   ELEVATIONS   AT  BRIGHAM,  UTAH. 

The  1912  special  adjustment  of  the  level  net,  which  is  reported  on  in  Special  Publication 
No.  18,  fixed  the  standard  elevation  of  bench  mark  R  at  Brigham,  Utah,  as  1309.1505  meters, 
while  the  elevation  of  this  mark,  as  given  by  the  observed  and  unadjusted  leveling  from  San 
Francisco,  was  1309.1684  meters.  The  difference  between  the  observed  and  standard  elevations 
is  only  0.0179  meter. 

The  theoretically  best  value  for  bench  mark  R  at  Brigham,  as  determined  by  the  1912 
adjustment,  is  1309.1510  meters.     This  differs  0.0174  meter  from  the  observed  value. 

These  agreements  are  so  close  that  it  is  certain  that  the  addition  of  this  new  line  to  the 
net  in  a  new  adjustment  would  change  the  elevations  very  little  from  those  resulting  from  the 
1912  special  and  general  adjustments. 

CIRCUIT  CLOSURES. 

The  most  severe  test  of  the  accuracy  of  the  new  line  is  the  closing  errors  of  the  two  circuits 
of  which  it  forms  a  part.  The  unadjusted  leveling  in  the  loop  Seattle-Brigham-San  Francisco 
has  a  closing  error  of  0.2360  meter.  The  correction  which  would  close  this  circuit  of  2911 
kilometers  is  0.081  millimeter  per  kilometer. 

The  closing  error  of  the  loop  San  Diego-Brigham-San  Francisco,  as  given  by  the  unadjusted 
levels,  is  0.2612  meter.  The  correction  which  would  close  this  circuit  of  3027  kilometers  is 
0.086  millimeter  per  kilometer. 

These  corrections .  per  kilometer  are  very  small  and  compare  most  favorably  with  the 
smallest  corrections  per  kilometer  to  close  circuits,  as  shown  on  pages  72  and  73  of  Special 
Publication  No.  18. 

CORRECTION    APPLIED. 

The  line  from  San  Francisco  to  Brigham  was  adjusted  to  the  fixed  elevations  at  those 
two  places.  The  elevation  at  the  former  place  was  referred  to  mean  sea  level  as  zero  and  that 
at  the  latter  was  the  standard  elevation  from  the  1912  special  adjustment.  A  correction  of  only 
0.0125  millimeter  per  kilometer  was  necessary  to  make  the  lino  fit  the  fixed  elevations. 

PROBABLE  AND  SYSTEMATIC  ERRORS. 

On  page  88  of  Special  Publication  No.  18  is  given  the  resolution  adopted  by  the  Interna- 
tional Geodetic  Association  in  1912  in  regard  to  leveling  of  high  precision.  The  resoultion 
gives  the  following  formulas  with  which  to  compute  the  accidental  and  systematic  errors  of 
leveling. 

For  the  probable  accidental  error,  ijr,  in  the  case  of  a  set  of  lines,  whether  or  not  they 
form  circuits, 


,,.ip        2*     y*2~l 
Vr      91 IL     (IL)2    LJ 


28 


U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 


For  the  probable  systematic  error,  ar,  in  the  case  of  a  set  of  lines  not  forming  a  net, 


L  denotes  the  length  of  an  unconnected  line,  or  the  length  of  the  side  of  a  polygonal  circuit 
in  the  case  of  a  net; 

IL,  the  aggregate  length  of  the  set  of  lines,  or  of  the  net  under  consideration; 

A,  the  discrepancy  between  the  results  of  the  two  runnings  between  consecutive  bench 
marks; 

r,  the  distance  between  these  two  bench  marks; 

s,  the  entire  systematic  discrepancy  between  the  results  of  the  two  runnings,  either  for 
a  whole  line  or  for  the  side  of  a  circuit. 

To  obtain  the  s  the  process  given  by  Lallemand  in  his  "Nivellement  de  haute  precision," 
page  713,  was  used.  The  accumulated  discrepancy  was  plotted  as  ordinate  against  the  dis- 
tance in  kilometers  from  an  initial  bench  mark  as  abscissa.  The  line  connecting  these  points 
gave  a  somewhat  irregular  line  which,  nevertheless,  showed,  as  a  rule,  a  tendency  to  a  fairly 
well-defined  slope.  A  straight  line  was  drawn  by  eye  to  represent  as  nearly  as  possible  the 
tendency  of  the  irregular  line,  and  was  tested  to  see  whether  the  area  between  the  irregular 
line  and  the  straight  line,  lying  above  the  latter,  was  equal  to  the  area  between  the  two  lines 
and  below  the  straight  line.  After  a  straight  line  was  finally  adopted  the  difference  between 
the  two  ordinates  corresponding  to  the  two  ends  of  the  line  of  levels  gave  the  value  of  s. 

The  following  table  gives  the  values  of  the  terms  in  the  above  formulas  for  each  of  the 
sections  of  the  line  from  San  Francisco  to  Brigham  and  also  for  the  entire  line. 


Section. 

Length 

of  line 

L. 

System- 
atic dis- 
crepancy 
«. 

Number 

of 
sections 

JV. 

IJ' 

IT' 

»• 

L 

km. 
486 
4S1 
497 

mm. 
+73 
—33 
—26 

435 

434 
483 

1896 
1584 
1926 

563 
486 
545 

11.0 

1.3 

Total 

1434 

1352 

5406 

1594 

,'-V»|j 


.1434 
ijr=  ±0.646 
14.7 


'5406       1594 
(1434) 


X  14.  7~]  =  l/9[3.770  - 0.01 1]  =  0.418 


r      9X1434 
ar=  ±0.034 


=0.001139 


The  probable  accidental  error  per  kilometer  for  the  whole  line  ijr=  ±0.646  millimeter. 

The  probable  systematic  error  per  kilometer  for  the  whole  line  ar=  ±0.034  millimeter. 

These  errors  indicate  an  accuracy  much  greater  than  that  barely  necessary  for  leveling 
of  high  precision  which  is  given  by  the  International  Geodetic  Association  as  a  probable  acci- 
dental error  per  kilometer  of  1  millimeter  and  a  probable  systematic  error  per  kilometer  of 
±0.2  millimeter. 

INSTRUMENTS  USED. 

The  leveUng  instruments  used  were  like  the  adopted  model  which  is  described  in  detail 
on  pages  200  to  211  of  Appendix  3  of  the  Report  for  1903.  A  brief  description  of  it,  with  two 
views,  is  given  on  page  7  of  Special  Publication  No.  18. 

The  regular  type  of  self-reading  rods  was  used.  These  are  described  on  pages  415  and 
416  of  Appendix  8  of  the  Report  for  1899.  They  are  graduated  to  centimeters  and  on  only 
one  face. 

The  rods  were  standardized  in  the  United  States  Coast  and  Geodetic  Survey  office,  both 
before  and  after  each  field  season,  and  they  were  also  measured  by  an  especially  designed  tape 


PRECISE   LEVELING,   BEIGHAM   TO  SAN  FRANCISCO.  29 

at  frequent  intervals  in  the  field.  This  tape  and  the  way  it  is  used  are  described  on  page  3 1 
of  this  publication.  The  measurements  in  the  field  are  sufficiently  exact  to  indicate  whether 
the  rods  maintain  their  lengths  or  actually  change,  and  the  amount  of  the  change,  if  any. 

GENERAL  INSTRUCTIONS  FOR  PRECISE  LEVELING. 

The  leveling  was  done  in  accordance  with  the  following  general  instructions  for  precise 
leveling.  These  are  also  given  on  pages  8  to  12  of  Special  Publication  No.  18,  of  the  United 
States  Coast  and  Geodetic  Survey. 

1.  Except  when  specific  instructions  are  given  to  proceed  otherwise,  all  lines  are  to  be  leveled  independently  in 
both  the  forward  and  backward  directions. 

2.  The  distance  between  successive  permanent  bench  marks  shall  nowhere  exceed  15  kilometers.  There  shall 
be  no  portion  of  the  line  100  kilometers  long  in  which  there  are  not  at  least  20  permanent  bench  marks.  No  perma- 
nent bench  mark  is  to  be  counted  in  considering  these  limits  unless  it  is  adequately  described,  nor  shall  both  of  two 
bench  marks  be  counted  if  they  are  placed  bo  near  to  one  another  and  in  such  similar  conditions  of  exposure  as  to  be 
likely  to  be  destroyed  at  the  same  time.  The  preceding  statements  refer  to  all  permanent  bench  marks  with  which  the 
leveling  is  directly  connected,  regardless  of  whether  they  are  new  bench  marks  or  old  ones  established  by  other  organi- 
zations. The  above-stated  limits  are  to  be  regarded  as  extreme  lower  limits.  It  is  desired  that  the  number  of  bench 
marks  shall,  in  general,  greatly  exceed  that  just  necessary  to  keep  within  the  limits.  A  good  example  to  emulate  is  a 
line  run  in  New  York  State,  in  1902,  on  which  the  average  distance  between  bench  marks  was  2.5  kilometers.  It  is 
desired,  also,  that  the  bench  marks  in  each  general  locality  shall  belong,  in  part,  to  each  of  several  classes,  such  as  bolts 
or  other  marks  on  buildings,  squares  cut  or  bolts  or  disks  set  in  railroad  masonry,  such  as  bridge  piers,  water  tanks,  etc., 
stone  posts,  and  iron-pipe  bench  marks. 

3.  The  line  of  levels  is  to  be  broken  by  temporary  bench  marks  into  sections  from  1  to  2  kilometers  long,  except 
where  special  conditions  make  shorter  sections  advisable. 

4.  Temporary  bench  marks  should  be  established  in  places  where  they  will  be  free  from  disturbance  by  the  track 
hands  working  along  the  road  or  by  materials  unloaded  from  cars.  This  is  especially  important  when  the  temporary 
bench  mark  is  expected  to  hold  the  line  for  any  considerable  time.  It  is  believed,  however,  that  an  undetected  error 
caused  by  disturbance  of  the  bench  mark  will  be  exceedingly  rare,  when  two  points,  one  set-up  of  the  instrument 
apart,  are  used  for  holding  the  line. 

5.  At  each  city  along  the  line,  the  leveling  should  be  connected  with  at  least  two  stable  bench  marks  which  are 
connected  with  the  city  datum.  Connection  should  also  be  made  with  all  stable  bench  marks  of  other  organizations 
which  may  be  found  along  the  route. 

6.  In  general,  the  top  of  rail  of  the  railroad  track  should  be  used  as  the  rod  support.  However,  footpins  should  be 
carried  along  during  the  progress  of  the  work,  and  they  should  be  used  whenever  a  train  is  known  to  be  approaching  or 
when  there  are  special  reasons  for  supposing  the  rail  not  to  be  in  a  sufficiently  stable  condition. 

7.  When  elevations  and  descriptions  of  bench  marks  established  by  a  railroad  (over  which  a  line  is  to  be  run)  are 
furnished  to  this  office  with  a  request  by  the  officials  of  the  road  to  have  the  precise  leveling  done  by  this  Survey  con- 
nected with  them,  as  many  of  the  railroad  bench  marks  will  be  incorporated  in  our  line  of  levels  as  can  be  done  without 
greatly  delaying  its  progress.  The  railroad  bench  marks  which  are  of  a  permanent  nature  are  to  be  treated  in  the  same 
manner  as  new  permanent  bench  marks  established  by  the  precise  leveling  party.  If  the  permanent  bench  marks  of 
the  railroad  are  chiefly  of  the  same  general  type  they  must  not  be  given  full  weight  in  deciding  whether  there  are  enough 
bench  marks  in  any  section  of  the  line.  (See  paragraph  2.1  Bench  marks  of  the  railroad  which  are  not  of  permanent 
character  may  be  determined  by  extra  foresights,  as  in  the  manner  provided  for  determining  the  height  of  rail  in  front  of 
a  railroad  station.  (See  paragraph  10.)  It  will  not  be  necessary  to  connect  the  precise  leveling  with  the  railroad  bench 
marks  which  are  in  places  not  easily  accessible.  It  will  not  be  necessary  to  connect  with  each  railroad  bench  mark 
where  they  are  less  than  1  kilometer  apart.  The  benefits  derived  from  connecting  a  line  of  precise  leveling  with  rail- 
road bench  marks  are:  (a)  That  time  is  gained  by  having  some  permanent  bench  marks  already  established;  (6)  the 
elevations  of  the  railroad  bench  marks  resulting  from  the  connection  with  precise  leveling  are  of  great  value  to  the 
railroad  concerned ;  and,  (c)  as  the  work  progresses,  a  check  is  obtained  on  gross  mistakes  which  might  escape  notice, 
by  comparing  the  elevations  furnished  by  the  railroad  with  those  by  the  precise  leveling  party. 

8.  All  old  bench  marks  are  to  be  called  by  their  old  names  or  numbers  and  are  to  be  described  fully  by  quoting  the 
old  description,  if  one  is  available,  and  by  making  additions  or  corrections  to  it. 

9.  All  new  bench  marks  are  to  be  designated  by  capital  letters  with  numerical  subscripts  after  the  alphabet  has 
been  exhausted  in  each  State. 

10.  The  elevation  of  the  top  of  the  railroad  rail  in  front  of  each  railroad  station  along  the  line  of  levels  is  to  be 
determined  with  a  check.  This  may  be  done  by  using  the  point  on  the  rail  as  a  rod  support  in  either  the  regular 
forward  or  backward  running  of  the  line,  or  by  taking  an  extra  foresight  to  it  on  both  the  backward  and  forward  run- 
nings, or  by  taking  extra  foresights  to  it  from  two  instrument  stations  near  it  in  one  of  the  runnings  of  the  line. 

11.  When  it  is  desirable  to  get  the  elevations  by  means  of  which  to  compare  the  line  of  levels  with  the  profile  of 
the  railroad,  such  elevations  may  be  gotten  by  single  readings  on  the  rod  held  on  top  of  the  rail  opposite  water  tanks 
and  over  bridges  and  culverts.     Such  structures  are  usually  shown  on  the  railroad  profiles. 


30  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

12.  It  is  desirable  that  the  backward  measurement  on  each  section  should  be  made  under  different  atmospheric 
conditions  from  those  which  occur  on  the  forward  measurement.  It  is  especially  desirable  to  make  the  backward 
measurement  in  the  afternoon  if  the  forward  measurement  was  made  in  the  forenoon,  and  vice  versa.  The  observer  is 
to  secure  as  much  difference  of  conditions  between  the  forward  and  backward  measurements  as  is  possible  without 
materially  delaying  the  work  for  that  purpose. 

13.  On  all  sections  upon  which  the  forward  and  backward  measures  differ  in  millimeters  by  more  than  4.0VK  (in 
which  K  is  the  distance  in  kilometers  leveled  between  adjacent  bench  marks)  both  the  forward  and  backward  measures 
are  to  be  repeated  until  the  difference  between  two  such  measures  falls  within  the  limit.  No  one  of  the  questioned 
measures  is  to  be  used  with  a  new  measure  in  order  to  get  this  agreement. 

14.  If  any  measure  over  a  section  gives  a  result  differing  by  more  than  6  millimeters  from  the  mean  of  all  the 
measures  over  that  section,  this  measure  shall  be  rejected.  No  rejection  shall  be  made  on  account  of  a  residual  smaller 
than  6  millimeters  unless  there  is  some  other  good  reason  for  suspecting  an  error  in  this  particular  measure,  and  in 
such  cases  the  reason  for  rejection  must  be  fully  stated  in  the  record. 

15.  Whenever  a  mistake,  such  as  a  misreading  of  1  decimeter  or  1  meter,  or  an  interchange  of  sights  (the  back- 
sight being  recorded  as  a  foresight),  is  discovered  in  any  measure  after  its  completion  and  the  necessary  correction 
applied,  such  measure  may  be  retained,  provided  there  are  at  least  two  other  measures  over  the  same  section  which 
are  not  subject  to  any  such  uncertainty.  Provided,  further,  that  when  it  is  found  that  the  mistake  was  made  on  the 
last  instrument  station  of  the  second  running  of  a  section  and  it  is  corrected  on  the  same  day  and  before  beginning  work 
on  an  adjacent  section,  such  measure  may  be  retained  and  no  further  measures  of  the  section  are  to  be  required  on 
account  of  the  mistake. 

16.  The  program  of  observation  at  each  station  is  to  be  as  follows: 

Set  up  and  level  the  instrument.  Read  the  three  lines  of  the  diaphragm  as  seen  projected  against  the  front  (or 
rear)  rod,  each  reading  being  taken  to  the  nearest  millimeter  (estimated),  and  the  bubble  being  held  continuously 
in  the  middle  of  the  tube  (i.  e.,  both  ends  reading  the  same).  As  soon  as  possible  thereafter  read  the  three  lines  of 
the  diaphragm  as  seen  projected  against  the  rear  (or  front)  rod,  estimating  to  millimeters  as  before,  and  holding  the 
bubble  continuously  in  the  middle  of  the  tube. 

17.  At  each  rod  station  the  thermometer  in  the  rod  is  to  be  read  to  the  nearest  degree  centigrade  and  the  temperature 
recorded. 

18.  At  stations  of  odd  numbers  the  backsight  is  to  be  taken  before  the  foresight,  and  at  even  stations  the  foresight 
is  to  be  taken  before  the  backsight.  As  the  same  rod  is  held  on  a  rod  station  for  both  the  fore  and  back  sights,  the 
effect  of  this  is  that  the  same  rod  is  read  first  at  each  set-up,  it  being  the  rod  used  for  the  backsight  at  the  first  instru- 
ment station. 

19.  The  difference  in  length  between  a  foresight  and  the  corresponding  backsight  must  not  exceed  10  meters. 
The  difference  is  to  be  made  as  small  on  each  pair  of  sights  as  is  feasible  by  the  use  of  good  judgment  without  any 
expenditure  of  time  for  this  particular  purpose. 

20.  The  recorder  shall  keep  a  record  of  the  rod  intervals  subtended  by  the  extreme  lines  of  the  diaphragm  on  each 
backsight,  together  with  their  continuous  sum  between  each  two  contiguous  bench  marks  (temporary  or  permanent). 
A  similar  record  shall  be  kept  for  the  foresights.  The  two  continuous  sums  shall  be  kept  as  nearly  equal  as  is  feasible 
without  the  expenditure  of  extra  time  for  that  purpose,  by  setting  the  instrument  beyond  (or  short  of)  the  middle 
point  between  the  back  and  front  rods.  The  two  continuous  sums  for  a  section  shall  not  be  allowed  to  differ  by  more 
than  a  quantity  corresponding  to  a  distance  of  20  meters. 

21.  Once  during  each  day  of  observation  the  error  of  the  level  should  be  determined  in  the  regular  course  of  the 
leveling  and  recorded  in  a  separate  opening  of  the  record  baok  as  follows:  The  ordinary  observations  at  an  instrument 
station  being  completed,  transcribe  the  last  foresight  reading  as  part  of  the  error  determination,  call  up  the  back  rod 
and  have  it  placed  about  10  meters  back  from  the  instrument,  read  the  rod,  move  the  instrument  to  a  position  about 
10  meters  behind  the  front  rod,  read  the  front  rod  and  then  the  back  rod.  (The  two  instrument  stations  are  between 
the  two  rod  points.)  The  rod  readings  must  be  taken  with  the  bubble  in  the  middle  of  its  tube.  The  required  con- 
stant C  to  be  determined,  namely,  the  ratio  of  the  required  correction  to  any  rod  reading  to  the  corresponding  subtended 
interval,  is 

p_    (sum  of  near  rod  readings)  — (sum  of  distant  rod  readings) 
(sum  of  distant  rod  intervals)— (sum  of  near  rod  intervals)' 

The  total  correction  for  curvature  and  refraction  must  be  applied  to  the  Bum  of  the  distant  rod  readings  before  using 
it  in  this  formula.  The  level  should  not  be  adjusted  if  C  is  less  than  0.005.  If  C  is  between  0.005  and  0.010  the 
observer  is  advised  not  to  adjust  the  level,  but  if  C  exceeds  0.010  the  adjustment  must  be  made.  If  a  new  adjustment 
of  the  level  is  made,  C  should  at  once  be  redetermined.  It  is  desirable  to  have  the  determination  of  level  error  made 
under  the  usual  conditions  as  to  length  of  sight,  character  of  ground,  elevation  of  line  of  sight  above  ground,  etc. 
The  adjustment  of  the  instrument  to  reduce  C  must  be  made  by  inoving  the  level  vial,  not  by  moving  the  reticle. 

22.  Notes  for  future  use  in  studying  leveling  errors  shall  be  inserted  in  the  record,  indicating  the  time  of  beginning 
and  ending  the  work  of  each  section,  the  weather  conditions,  especially  as  to  cloudiness  and  wind,  and  whether  each 
section  of  the  line  is  run  toward  or  away  from  the  sun.  Such  other  notes  should  be  made  as  promise  to  be  of  value 
in  studying  errors. 

23.  The  instrument  shall  be  shaded  from  the  direct  rays  of  the  sun,  both  during  the  observations  and  when  moving 
from  station  to  station. 


PKECISE   LEVELING,   BKIGHAM   TO  SAN  FRANCISCO.  31 

24.  The  maximum  length  of  sight  shall  he  150  meters,  and  the  maximum  is  to  he  attained  only  under  the  most 
favorable  conditions. 

25.  At  the  beginning  and  end  of  the  season,  and  at  least  twice  each  month  during  the  progress  of  the  leveling,  the 
3-meter  interval  between  metallic  plugs  on  the  face  of  each  level  rod  shall  be  measured  carefully  with  a  steel  tape, 
which  shall  be  kept  continuously  with  the  party  during  the  season  for  that  purpose  only.  The  temperatures  shown 
by  the  thermometer  inserted  in  the  rod  and  by  the  thermometer  attached  to  the  tape  at  the  time  of  each  of  these 
measures  must  be  recorded.  The  purpose  of  these  measures  is  to  detect  changes  in  the  length  of  the  rods  and  not 
to  determine  the  absolute  lengths.     The  absolute  lengths  are  determined  at  the  office  between  field  seasons. 

26.  The  tape  furnished  by  the  office  for  measurement  of  the  rods  is  a  piece  of  steel  tape  about  3.1  meters  long, 
having  near  one  end  a  fine  line  graduation  and  about  3  meters  from  it  (at  the  other  end  of  the  tape)  a  series  of  fine 
millimeter  graduations  on  a  steel  rule  riveted  to  the  tape.  With  this  special  form  of  tape  the  measurement  of  a  rod 
should  be  made  somewhat  as  follows:  The  rod  should  be  supported  at  about  the  0.85  meter  and  2.45  meter  points  only 
(approximately  quarter  points)  to  get  the  least  bending  of  the  rod  for  any  two-support  system.  In  making  the  meas- 
urement the  single  line  should  be  made  to  coincide  with  the  fine  line  on  the  silver  plug  nearest  the  bottom  of  the 
rod  and  the  reading  should  be  made  at  the  line  on  the  silver  plug  at  the  top  of  the  rod.  It  is  possible  to  estimate  the 
half  tenths  of  millimeters  on  the  rule  which  is  attached  to  the  tape.  The  tape  should  be  placed  on  the  face  of  the 
rod  in  such  a  way  that  the  edge  of  the  tape  from  which  the  steel  rule  does  not  project  coincides  with  the  edge  of  the  face 
of  the  rod  nearest  the  meter  marks  of  the  rod.  Care  must  be  taken  that  the  two  edges  coincide  closely  in  order  that  the 
tape  may  always  assume  exactly  the  same  position.  The  end  of  the  tape  at  the  foot  of  the  rod  should  be  clamped 
firmly  to  the  rod  after  the  line  on  the  tape  and  that  on  the  plug  have  been  made  to  coincide.  The  tape  should  then 
be  smoothed  down  by  the  hand  to  make  it  lie  perfectly  flat  on  the  face  of  the  rod.  With  the  hand  lifted  and,  con- 
sequently, no  tension  on  the  tape,  the  reading  should  be  made  from  the  rule  attached  to  the  tape  near  the  upper  or  top 
end  of  the  rod. 

27.  The  field  computations  and  abstracts  are  to  be  kept  up  as  the  work  progresses.  As  soon  as  each  book  of  the 
original  record  is  out  of  use  it  is  to  be  sent  to  the  office  by  registered  mail.  The  corresponding  abstracts  must  be  retained 
until  an  acknowledgment  of  the  receipt  of  the  original  record  at  the  office  has  been  received. 

28.  No  duplicates  of  the  original  records  are  to  be  made  except  of  the  descriptions  of  bench  marks,  of  which  dupli- 
cates in  the  form  of  carbon  copies  are  to  be  made.  At  least  once  during  each  month  such  carbon  copies  as  have  accu- 
mulated are  to  be  sent  to  the  inspector  of  geodetic  work. 

29.  At  least  once  each  month,  during  the  progress  of  the  leveling,  a  test  must  be  made  of  the  adjustment  of  the 
rod  levels,  and  a  statement  should  be  inserted  in  the  record  showing  the  manner  in  which  the  test  was  made,  whether 
the  error  was  found  to  be  outside  the  limit  stated  below,  and  whether  an  adjustment  was  made.  With  the  bubble  of 
the  level  rod  held  at  the  center,  the  deviation  from  the  vertical  of  the  plane  intersecting  the  center  of  the  face  of  the 
rod  throughout  its  length  and  normal  to  the  face  of  the  rod,  must  be  determined.  The  deviation  from  the  vertical 
of  the  plane  coinciding  with  the  face  of  the  rod  must  also  be  determined.  If  the  deviation  from  the  vertical  exceeds 
10  millimeters  on  a  3-meter  length  of  the  rod,  the  rod  level  must  be  adjusted. 

30.  On  the  left-hand  page  of  the  record  the  number  of  each  instrument  station  at  which  the  instrument  is  not  set 
up  in  the  railroad  track  is  to  be  included  in  parentheses.  Similarly,  on  the  right-hand  page  of  the  record  the  designat- 
ing letter  for  the  foresight  rod  (V,  W,  etc.)  shall  be  inclosed  in  parentheses,  if  said  rod  is  not  supported  on  the  railroad 
rail.  If  the  length  of  any  portion  of  the  level  line  run  off  the  railroad  is  25  meters  or  more  greater  than  the  railroad 
distance  between  the  points  of  departure  from  and  return  to  the  railroad,  then  the  distance  along  the  track  between 
these  two  points  must  be  shown  in  the  record.  The  purpose  of  these  requirements  is  to  furnish  the  office  a  means  of 
detecting  blunders  in  the  leveling,  by  plotting  the  level  line  on  the  profile  of  the  railroad. 

31.  When  it  is  expected  that  the  forward  and  backward  runnings  of  the  line  are  to  be  completed  up  to  any  one  place, 
the  elevation  at  that  place  should  be  held  by  two  points,  established  at  least  one  set-up  of  the  instrument  apart.  When 
the  leveling  is  continued  from  or  to  such  a  pair  of  points,  the  instrument  should  be  set  up  between  them  and  readings 
of  the  rod  taken  on  each  point.  The  same  arrangement  of  points  should  be  used  at  the  completed  end  or  ends  of  any 
detached  portion  of  the  line  of  levels.  Either  one  of  the  two  points  may  be  used  for  carrying  along  the  elevation,  with 
the  other  used  only  as  a  check  against  mistakes  in  reading  the  rod,  or  a  disturbance  of  one  or  both  of  them.  The  records 
should  show  clearly  which  one  of  the  two  points  was  used  to  carry  the  elevation,  and  it  is  believed  that  it  is  good  policy 
to  use  the  same  point  (backward  or  forward)  in  each  case  as  far  as  may  be  practicable.  It  is  believed  that  by  employ- 
ing this  method  no  mistake  of  a  meter  or  a  decimeter  made  in  reading  the  rod,  held  on  a  bench  mark,  will  escape 
detection. 

32.  As  far  as  possible  all  the  permanent  bench  marks  should  be  in  the  main  line  of  levels  and  not  on  spur  or  branch 
lines.  One  of  the  exceptions  to  this  rule  is  where  the  line  runs  several  miles  off  the  railroad  to  the  mark  of  a  triangula- 
tion  station.  In  such  a  case  the  spur,  or  branch  line,  is  the  more  economical  way  of  doing  the  work  and  will  be  satis- 
factory. Whenever  a  permanent  bench  mark  is  established  by  means  of  a  spur,  or  branch  line,  which  has  only  one  set- 
up, the  forward  and  backward  lines  of  the  spur  or  branch  should  be  run  at  different  times  of  a  day  or  on  different  days, 
if  practicable.  If  it  should  be  necessary  to  have  the  two  runnings  made  one  immediately  after  the  other,  the  height  of 
the  instrument  should  be  materially  changed  to  make  the  second  measure. 

33.  Except  in  rare  cases,  the  permanent  bench  marks  should  be  established  before  or  during  the  first  running 
of  the  line.  It  is  believed  to  be  inadvisable  to  delay  the  tying  in  of  the  permanent  bench  marks  until  after  the  line 
has  been  run,  even  in  only  one  direction.    When  it  is  impracticable  to  establish  a  permanent  bench  mark  before  or 


32  U.   S.   COAST  AND  GEODETIC   SUBVEY   SPECIAL  PUBLICATION   NO.   22. 

during  the  first  measurement  of  the  line,  an  acceptable  manner  of  tying  in  the  permanent  bench  mark  or  including 
it  in  the  main  line  of  levels  is  to  establish  a  temporary  bench  mark  on  both  sides  of  the  proposed  location  of  the  per- 
manent bench  mark  and  to  leave  the  distance  between  them  unleveled  until  the  permanent  bench  mark  has  been 
set.  The  arrangement  of  the  temporary  bench  marks  established  for  this  purpose  should  be  similar  to  that  described 
in  the  latter  part  of  paragraph  31  of  these  instructions.  This  would  provide  for  two  points,  the  difference  in  elevation 
between  which  are  known,  on  each  side  of  the  permanent  bench  mark  and  the  distance  between  the  two  pairs  of  points 
makes  a  section  in  the  main  line  of  levels.  A  diagram  showing  the  arrangement  of  the  stakes  and  the  permanent  bench 
mark  is  shown  below: 

O X O X □ X O X O 

The  positions  of  the  instrument  are  shown  by  X ,  the  positions  of  the  temporary  bench  marks  by  O,  and  the  position 
of  the  permanent  bench  mark  by  □■ 

34.  Chiefs  of  party  should  keep  the  length  of  sight  great  enough  to  make  it  necessary  to  do  a  moderate  amount 
of  rerunning.  If  an  observer  is  extremely  cautious  and  confines  all  his  observations  to  sights  sufficiently  short  to 
insure  easy  reading  of  the  rod,  it  is  possible  to  work  month  after  month  with  almost  no  rerunning,  but  the  progress 
will  be  slow.  On  the  other  hand,  it  is  certain  that  an  attempt  to  take  sights  of  the  limiting  length,  150  meters,  at  all 
times  would  lead  to  a  very  large  amount  of  rerunning  and  the  progress  would  not  be  rapid.  It  is  believed  that  the 
maximum  speed  consistent  with  the  required  degree  of  accuracy  will  be  secured  by  continually  keeping  the  length 
of  sight  such  that  the  amount  of  rerunning  will  be  from  5  to  15  per  cent.  An  extremely  small  percentage  of  rerunning 
would  indicate  an  excess  of  caution  on  the  part  of  the  observer.  The  occurrence  of  a  moderate  amount  of  rerunning 
is  due  largely  to  an  attempt  on  the  part  of  the  observer  to  obtain  the  maximum  progress  consistent  with  the  required 
degree  of  accuracy  and  not  to  inability  to  secure  such  observations  that  little  or  no  rerunning  would  be  necessary. 
Observers  have  found  a  convenient  rule  in  fixing  the  length  of  sight  to  be  to  shorten  the  sights  whenever  the  upper 
and  lower  thread  intervals  subtended  on  the  rod  are  found  to  differ  frequently  by  more  than  a  selected  limit.  Each 
observer  should  fix  the  limit  from  his  own  experience  by  noting  the  relation  between  such  a  provisional  limit  and  the 
amount  of  rerunning  found  to  be  necessary  while  using  it.  Such  a  rule  is  based  upon  the  idea  that  the  additional 
errors  which  are  encountered  when  the  length  of  sight  is  increased  are,  in  the  main,  those  due  to  the  increasing  acci- 
dental errors  in  reading  the  rods. 

35.  It  is  not  thought  advisable  to  state  definitely  in  these  instructions  the  allowable  limit  on  the  rate  of  divergence 
between  the  forward  and  backward  lines,  but  this  should  be  kept  small. 

36.  The  record  and  the  preliminary  or  field  computation  of  precise  levels  must  conform  to  the  examples  given 
on  pages  22  to  26  of  Special  Publication  No.  18,  except  that  in  the  computation  shown  on  page  25  the  five  corrections 
for  curvature  and  refraction,  level,  index,  length  of  rod,  and  temperature  are  not  to  be  applied  in  the  field. 

37.  Should  the  experience  of  a  chief  of  party  indicate  to  him  that  a  change  or  changes  in  these  instructions  would 
facilitate  the  work  in  the  field,  he  is  urged  to  communicate  with  this  office  regarding  such  changes. 

38.  When  cases  arise  which  are  not  provided  for  by  these  general  instructions  or  by  specific  instructions,  the  chief 
of  party  will  use  his  own  judgment  in  the  matter. 

Following  the  general  instructions  in  Special  Publication  No.  18  there  are  given  some  ex- 
planations of  them  which,  it  is  believed,  need  not  be  repeated  here. 

STUDY  OF  ERRORS.1 

The  errors  in  leveling  are  shown  by  the  difference  between  the  backward  and  forward 
runnings  of  the  sections,  the  accumulated  discrepancy  of  the  line,  and  by  the  closing  errors 
of  the  circuits.  None  of  these,  however,  shows  exactly  what  error  may  be  present  in  any 
section  of  a  hne. 

Constant  errors  due  to  erroneous  values  for  the  rod  lengths  and  to  undetected  changes  in 
rod  lengths  during  the  season  are  known  to  be  small  and  may  be  considered  negligible. 

The  constant  or  systematic  errors  due  to  changes  in  the  elevation  of  rod  supports  between 
the  forward  and  backward  readings  are  very  small.  The  rod  support  is  usually  the  top  of  the 
rail  of  the  railroad,  the  exact  place  used  for  the  rod  point  being  marked  with  keel  or  some  simi- 
lar substance.  Wooden  stakes  are  used  as  temporary  bench  marks.  Wooden  stakes  or  metal 
pins  are  used  as  the  rod  support  for  the  short  time  when  a  train  is  known  to  be  approaching 
or  when  the  line  is  being  run  through  a  town  or  village.  Metal  plates  are  no  longer  used  as 
rod  supports.  Country  roads  are  used  only  on  spur  lines  out  to  triangulation  stations  or  to 
bench  marks  of  other  organizations  which  are  not  on  railroads,  with  which  it  is  desired  to  make 
connections. 

1  The  subject,  errors  In  leveling,  is  discussed  at  length  t>y  Charles  Lallemand  in  "Nivellement  de  Haute  Precision"  in  the  Encyclop&iie  des 
Travaui  Publics,  Paris  et  Liege,  1912. 


PRECISE   LEVELING,  BBIGHAM   TO  SAN   FRANCISCO. 


33 


It  is  possible  to  have  appreciable  errors  due  to  the  careless  work  of  a  rodman  who  might 
not  place  the  rod  in  exactly  the  same  position  for  the  two  sights,  but  it  is  believed  that  the 
effect  of  this  would  be  largely  accidental. 

It  seems  probable  that  unequal  temperatures  in  different  parts  of  the  instrument  can  have 
only  slight  effect  on  the  leveling.  All  parts  of  the  instrument  except  the  wooden  tripod  are 
shielded  from  the  sun  during  the  observations  and  while  moving  forward  from  one  instrument 
station  to  another.  The  instrument  is  constructed  of  an  alloy  of  nickel  and  iron  which  has  a 
very  low  coefficient  of  expansion,  only  0.000004  per  degree  Centigrade,  and  unequal  heating  of 
the  different  parts  should  have  very  little  effect  in  distorting  the  instrument.  Temperature 
effects  are  still  further  minimized  by  having  the  level  vial  set  into  the  barrel  of  the  telescope 
very  close  to  the  line  of  sight. 

The  principal  sources  of  accidental  errors  are  believed  to  be:  (a)  Poor  estimation  of  the 
millimeters  in  reading  the  rod;  (6)  reading  the  rod  before  the  bubble  has  come  to  rest;  (c)  rapid 
changes  in  the  vertical  refraction. 

The  principal  sources  of  systematic  error  are  probably:  (a)  Slow  changes  in  the  vertical 
refraction;  (b)  difference  in  the  amount  of  the  vertical  refraction  on  the  two  sights  on  steep 
grades;  (c)  other  atmospheric  conditions  which  possibly  depend  upon  the  direction  of  the 
running,  the  time  of  day,  whether  the  sky  is  clear  or  cloudy,  and  whether  it  is  calm  or  windy. 

Some  of  the  errors  may  be  systematic  in  their  effect  on  a  single  running  of  a  line  of  levels, 
but  the  mean  of  two  runnings  over  the  same  line  under  different  conditions  may  minimize  or 
entirely  eliminate  the  effect. 

The  effect  of  a  gradual  change  in  the  vertical  refraction  is  practically  eliminated  from  even 
a  single  line  by  observing  the  back  sight  first  at  one  station  and  the  foresight  first  at  the  next 
station,  and  so  on.  It  is  impossible  to  eliminate  the  systematic  errors  of  leveling  from  a  single 
difference  between  two  bench  marks,  but  the  method  of  procedure  in  the  field  is  designed  to  make 
the  effect  of  the  systematic  errors  on  any  line  or  large  section  of  it  largely  accidental. 

It  is  believed  that  the  value  of  the  accumulated  difference  between  the  forward  and  back- 
ward runnings  does  not  give  a  definite  value  of  the  systematic  error  in  a  section  of  leveling.  This 
will  be  discussed  later.     (See  p.  42.) 

It  is  not  easy  to  discover  in  the  results  of  leveling  the  effect  of  any  one  condition  or  set  of 
conditions  when  only  two  runnings  of  a  line  have  been  made.  In  order  to  do  this  with  any 
degree  of  certainty,  a  line  should  be  run  many  times,  under  many  different  conditions  of 
weather,  and  with  the  sun  at  various  azimuths. 

INVESTIGATION   OF   SYSTEMATIC   ERRORS. 

A  number  of  miles  of  leveling  have  been  run  in  the  United  States  over  steep  grades  on 
which  the  errors  of  leveling  seem  to  be  greater,  on  an  average,  than  those  usually  obtained  when 
running  over  level  ground.  The  observers  of  the  United  States  Coast  and  Geodetic  Survey, 
during  a  number  of  years  past,  have  kept  a  record  of  the  time  of  the  mnnings  of  the  different 
sections,  with  the  weather  conditions  at  the  time  the  observations  were  made.  Five  lines  of  the 
leveling  by  this  Survey  have  been  selected  for  a  study  of  the  possible  relations  between  the 
errors  of  leveling  and  the  conditions  of  weather,  the  time  of  observations,  and  the  grade.  They 
are: 


No. 


Line. 


Distance. 


Direction 
of  progress. 


Average 
length  of 
section. 


San  Francisco,  Cal.,  to  Marmol,  Nev 

Beowawe  to  Marmol,  Nev 

Brigham,  Utah,  to  Beowawe,  Nev.. . 

Butte  to  Devon,  Mont 

Pocatello,  Idaho,  to  Butte,  Mont 

53167°— 14 3 


Kilometers. 
497 
451 
486 
461 
415 


Eastward . 
Westward. 

...do 

Northward 
...do 


Kilometers. 
0.8 
0.9 
0.8 
0.8 
1.1 


34 


U.   S.   COAST  AND  GEODETIC   SURVEY  SPECIAL  PUBLICATION   NO.   22. 


The  grades  on  some  portions  of  these  lines  are  as  great  as  2$  per  cent,  or  a  change  in  eleva- 
tion of  25  meters  in  1  kilometer.  The  leveling  over  the  above  lines  was,  as  usual,  divided  into 
sections  which  vary  in  length  from  something  less  than  1  kilometer  to  about  2  kilometers. 
Each  section  is  run  over  twice,  in  opposite  directions,  and  if  the  two  differences  in  the  elevations 
of  the  ends  of  a  section  do  not  agree  in  millimeters  within  the  amount  represented  by  4.0 -y/K, 
where  K  is  the  length  of  the  section  in  kilometers,  one  or  more  additional  runnings  are  made. 

The  data  for  the  United  States  Coast  and  Geodetic  Survey  leveling  do  not  give  any  clear 
idea  as  to  the  relation  between  the  accidental  errors  and  the  conditions  under  which  the  work  is 
done,  for  the  observers  are  directed  to  make  their  lengths  of  sight  at  all  times  as  long  as  possible, 
provided  only  that  they  shall  never  exceed  150  meters  and  that  the  difference  in  millimeters 
between  the  two  runnings  of  a  section  shall  not  be  greater  than  4.0 ~JK.  It  seems  reasonable  to 
suppose  that  with  the  same  length  of  sight  on  cloudy  and  on  clear  days,  the  accidental  errors 
would  be  much  smaller  on  the  former,  while  under  the  actual  condition  of  running  when  the 
cloudy-day  sights  are  150  meters  and  the  clear-day  sights  only  about  half  that  length  the  acci- 
dental errors  will  be  approximately  the  same.  There  remain  the  systematic  errors  which  may 
be  investigated. 

The  subject  of  constant  and  systematic  errors  in  precise  leveling  is  an  old  one  which  has  been 
discussed  by  many  writers  of  different  countries.  Most  of  these  errors  are  of  such  small  amounts 
that  it  is  difficult  to  separate  them  from  the  accidental  errors.  It  is  believed  that  the  largest 
systematic  errors  are  found  in  leveling  over  steep  grades,  and  that  the  errors  are  functions  of  (1) 
the  time  of  day,  (2)  the  amount  of  sunshine,  (3)  the  strength  of  wind,  and  (4)  possibly  the 
direction  of  the  running,  forward  or  backward,  or  toward  or  away  from  the  sun. 

It  being  impracticable  to  investigate  the  relations  between  the  size  and  sign  of  the  discrep- 
ancy between  the  results  of  the  two  runnings  of  the  sections  and  the  many  different  grades, 
the  leveling  has  been  separated  into  only  two  classes :  First,  those  sections  with  grades  exceeding 
10  meters/  and,  second,  the  remainder  of  the  sections.  The  following  table  gives  the  average 
grades  for  the  lines  of  leveling  under  consideration: 


Mean  grade  per  section. 

Lines. 

For  sections 

with  grades 

greater  than 

10  meters. 

For  sections 

with  grades 

less  than 

10  meters. 

For  all 

sections. 

Meter: 

17 
15 
14 
18 
19 

16.6 

Meter: 
3 
2 
3 
5 
4 

3.4 

Meters. 
8 

2 

S 

9 

Pocatello  to  Butte 

1 

6.4 

RELATIONS    BETWEEN    THE    DISCREPANCY    AND   THE    TIMES   OF    RUNNING. 

The  instructions  issued  to  the  observers  direct  that  the  two  runnings  of  a  section  shall  be 
made  at  different  times  of  the  day,  if  practicable.  The  following  table  gives  the  average  discrep- 
ancies for  the  sections  with  the  two  runnings  at  the  same  time  of  the  day  and  also  for  those 
which  have  one  running  in  the  morning  and  the  other  in  the  afternoon.  In  this  discussion  the 
direction  of  the  line  or  sections  is  not  considered.  It  is  only  the  difference  in  the  elevation 
of  the  ends  of  a  section  which  is  taken  into  account.  The  letter  P  stands  for  afternoon  and  A 
for  morning.  If  the  value  for  P-A  is  positive,  it  shows  that  the  difference  in  elevation  between 
the  two  bench  marks  is  greater  by  the  afternoon  than  by  the  morning  leveling. 

The  values  for  the  sections  which  have  both  runnings  made  at  the  same  time  of  the  day 
are  given  for  purposes  of  comparison  with  those  sections  run  both  in  the  morning  and  the  after- 
noon.    Only  the  average  value  without  regard  to  sign  can  be  given  for  the  A-A  and  P-P  sections. 

1  On  this  and  the  following  pages,  the  grades  are  named  by  the  difference  in  elevation  of  the  two  ends  of  the  separate  sections.    As  the  average 
length  of  these  sections  is  roughly  about  1  kilometer,  a  grade  of  10  meters  as  given  here  corresponds  approximately  to  a  1  per  cent  grade. 


PRECISE   LEVELING,   BRIGHAM   10  SAN   FRANCISCO. 

Table  1. 
SECTIONS  WITH  GRADE  EXCEEDING  10  METERS  PER  SECTION. 


35 


San  Fran- 
cisco to 
Marmol. 

Beowawe 

to 
Marmol. 

Brigham 

to 
Beowawe. 

Butte 

to 
Devon. 

Pocatello 

to 

Butte. 

All  lines. 

64 
+135.3 
+    2.11 

65 
-131.0 
-     2.02 

129 
2.06 
+     4.3 
+    0.03 

75 

166.4 
2.22 

None. 

53 
+136.0 
+    2.67 

24 

-  62.0 

-  2.17 

77 
2.44 
+  84.0 
+     1.09 

26 
51.5 
1.98 

37 
+103.8 
+    2.81 

28 

-  67.6 

-  2.41 

62 
2.76 
+  36.2 
+    0.68 

53 

146.8 
2.77 

34 
+121.3 
+    3.57 

24 

-  82.2 

-  3.42 

61 
3.34 
+  39.1 
+    0.64 

49 

112.6 
2.30 

188 
+496.4 
+    2.04 

144 

-340.  4 
-    2.36 

332 
2.52 
+156.0 
+    0.47 

205 
480.4 
2.34 

3 
-7.6 
-2.63 

3 

2.5 
-7.6 
-2.53 

2 

3.1 

1.6 

8ECTIONS  "WITH  GRADE  LESS  THAN  10  METERS  PER  SECTION. 


160 
+336. 1 
+    2.10 

102 
-171.3 
-    1.68 

262 
1.94 
+164.8 
+    0.63 

144 
275.8 
1.92 

174 

+321.9 
+    1.85 

164 
-301.6 
-     1.84 

338 
1.84 
+  20.4 
+    0.08 

168 
299.4 
1.78 

193 
+431.9 
+     2.24 

166 
-303.6 
-     1.95 

349 
2.11 
+128.3 
+    0.37 

135 
266.1 
1.97 

160 
+314.3 
+     1.96 

137 

-307.1 
-    2.24 

297 
2.09 
+    7.2 
+    0.02 

131 

304.4 
2.32 

74 
+240.9 
+    3.26 

70 
-194.3 
-    2.78 

144 

3.02 
+  46.6 
+    0.32 

124 
328.9 
2.65 

761 
+1645. 1 
+      2.16 

629 
-1277.8 
-      2.03 

1390 
2.10 
+  367.3 
+      0.26 

702 
1474.6 
2  10 

A-A  and  P-P,  total 

ALL  SECTIONS. 


224 
+471.4 
+     2.10 

167 
-302. 3 
-     1.81 

391 
1.98 
+169. 1 
+    0.43 

219 
442.2 
2.02 

174 

+321.9 
+    1.85 

167 
-309.1 
-    1.86 

341 
1.85 
+  12.8 
+    0.04 

170 

302.5 
1.78 

246 
+567.9 
+    2.31 

180 
-355.6 
-     1.98 

426 
2.17 

+212.3 
+    0.60 

161 
317.6 
1.97 

194 
+418. 1 
+    2.16 

166 
-374.7 
-    2.27 

369 
2.21 

+  85.7 
+    0.24 

184 
451.2 
2.45 

111 

+362. 2 
+    3.26 

94 
-276.5 
-    2.94 

205 
3.12 
+  43.4 
+    0.21 

173 
441.5 
2.55 

949 
+2141.5 
+      2.25 

773 
-1618.2 
-      2.09 

1722 
2.18 
+  523.3 
+      0.30 

907 
1955.0 
2.16 

A-A  and  P-P,  total 

As  stated  above  there  is  no  standard  length  of  sight  and  therefore  the  sizes  of  the  mean 
differences  without  regard  to  sign  between  the  two  runnings  for  the  sections  of  different  grade 
may  have  little  significance,  but  with  the  sign  considered  the  size  and  the  sign  of  the  differences 
of  P-A  are  of  great  importance  in  indicating  whether  there  may  be  systematic  errors  present. 

For  the  steep  sections  positive  values  of  P-A  predominate,  there  being  188  positive  and  144 
negative.  Four  of  the  five  fines  of  levels  have  the  positive  sign  for  the  total  accumulated  dis- 
crepancy and  the  mean  accumulated  discrepancy  per  section  varies  from  +  0.03  to  + 1 .09  milli- 
meters. The  line  which  gives  a  negative  value  has  only  3  sections  with  one  running  in  the 
morning  and  the  other  in  the  afternoon  and  may  be  disregarded.  The  mean  accumulated  dis- 
crepancy per  section  for  all  the  lines  combined  is  +0.47  millimeter.  Even  the  sections  with 
grades  less  than  10  meters  show  a  positive  mean  accumulated  discrepancy  for  each  line  with  an 
average  accumulated  discrepancy  of  +0.26  for  all  the  five  lines  taken  together.  This  value  is 
only  55  per  cent  as  great  as  the  values  for  the  steep  sections. 

On  the  steep  sections  the  mean  difference  without  regard  to  sign  for  the  P-A  sections  is 
2.52  millimeters,  while  it  is  2.34  millimeters  for  the  mean  of  the  P-P  and  A-A  sections.    This  shows 


36  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

a  closer  agreement  between  the  differences  in  elevation  obtained  by  two  runnings  at  the  same 
time  of  day  than  at  different  times.  There  is  no  such  difference  in  the  mean  values  for  those 
sections  with  low  grades. 

Taken  as  a  whole,  the  1722  P-A  sections  indicate  that  on  an  average  the  afternoon  running 
will  give  a  greater  difference  in  elevation  between  two  bench  marks  than  will  the  morning 
running.  This  average  value  for  P-A  is  +0.30  millimeter  for  bench  marks  averaging  about 
1.0  kilometer  apart. 

On  page  20  of  the  Fourth  General  Adjustment  of  the  Precise  Level  Net  in  the  United  States 
it  is  stated  that  there  probably  is  a  systematic  difference  between  the  morning  and  afternoon 
runnings  of  a  section  on  steep  slopes.  The  following  paragraph  on  the  subject  is  quoted  from 
that  report : 

There  is  a  possibility  of  an  accumulated  discrepancy  being  produced  by  refraction  on  lines  having  steep  grades. 
If  the  conditions  in  regard  to  refraction  be  the  same  on  the  two  runnings  of  a  line,  there  would  be  no  divergence  from 
that  cause ;  but  it  is  probable  that  the  refraction  is  different  on  the  higher  sight  than  the  lower  one  and  that  this  difference 
changes  during  the  day  as  the  relative  temperatures  of  the  ground  and  air  vary.  The  refraction  on  the  higher  sight 
(up  the  slope)  is  no  doubt  different  in  the  morning  with  a  rising  temperature  from  what  it  is  in  the  afternoon  with  a 
falling  temperature,  while  the  lower  sight  (down  the  slope)  which  comes  well  above  the  surface  of  the  ground  will  not 
vary  so  much  between  the  forenoon  and  afternoon.  Consequently,  if  the  observer  systematically  leveled  forward 
early  in  the  day  and  backward  late  in  the  day,  refraction  might  cause  an  accumulated  discrepancy.  If  it  does,  there 
should  be  a  change  of  sign  in  the  discrepancy  when  the  program  is  reversed  by  leveling  backward  in  the  morning  and 
forward  in  the  afternoon.  Also,  without  a  change  of  program  a  change  of  sign  should  occur  after  passing  a  summit  or 
the  lowest  point  in  a  valley. 

It  is  the  author's  opinion  that  the  afternoon  running  gives  on  an  average  a  difference  which 
is  closer  to  the  truth  than  the  morning  running.  In  the  afternoon  the  temperatures  of  the  ground 
and  the  air  are  more  nearly  the  same  and  a  layer  of  air  of  uniform  density  should  be  concentric 
or  nearly  so  with  the  sea-level  surface.  If  this  is  true  the  refraction  on  the  front  and  back  sights 
should  be  about  the  same.  The  leveling  of  the  United  States  Coast  and  Geodetic  Survey  is 
seldom  done  after  5  o'clock  in  the  afternoon.  So  the  afternoon  running  is  not  materially  affected 
by  the  abnormal  refraction  of  the  late  afternoon  when  a  line  of  sight  on  a  grade  would  pass 
through  layers  of  colder  and  denser  air  which  would  tend  to  be  concentric  with  the  surface  of 
the  ground.  In  the  late  afternoon  the  earth  cools  more  rapidly  than  the  air  and  the  air  near 
the  earth's  surface  becomes  colder  than  the  air  above  and  consequently  denser  than  normal. 

In  the  morning  on  a  clear  day  the  air  is  receiving  heat  from  the  earth's  surface.  This 
decreases  the  density  of  the  air  close  to  the  ground,  which  forms  layers  which  tend  to  be  con- 
centric with  the  surface  of  the  ground  rather  than  with  the  sea-level  surface.  (The  air  near 
the  earth  is  of  course  not  at  rest  but  tends  to  rise,  owing  to  the  decreased  density.)  It  may  be 
assumed  that  the  line  of  sight  to  the  observer  from  the  rod  held  down  the  grade  is  not  affected 
abnormally  while  the  sight  to  the  rod  held  up  the  grade  is  usually  close  to  the  ground  and  must 
pass  through  the  layers  of  decreased  density  near  the  earth's  surface.  This  sight  would  be  less 
refracted  than  the  one  down  the  grade  and  therefore  the  morning  running  would  give  too  small 
a  difference  between  the  zeros  of  the  rods  sighted  on  from  one  station.  It  is  the  writer's  belief 
that,  other  things  being  equal,  a  line  of  levels  run  over  steep  grades  in  two  directions  in  the  after- 
noon, from  noon  to  about  one  hour  before  sundown,  will  give  results  closer  to  the  truth  than 
levels  with  both  runnings  in  the  forenoon  or  with  one  leveling  in  the  forenoon  and  the  other  in 
the  afternoon.     It  is  believed  that  this  also  applies  to  leveling  over  slopes  of  moderate  grade. 

The  following  table  is  similar  to  the  one  shown  above,  except  that  the  data  are  given  for 
only  those  sections  which  had  both  runnings  in  the  sunshine: 


PBECISE  LEVELING,  BKIGHAM   TO  SAN   FBANCISCO. 


37 


Table  t. 
SECTIONS  WITH  GRADE  EXCEEDING   10  METERS  PER  SECTION. 


Number  of  sections . . 
P-A,  total,  positive. 
Mean  discrepancy . . . 


Number  of  sections . . 
P-A ,  total,  negative . 
Mean  discrepancy. . . 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section. 


Number  of  sections . . 
A-A  and  P-P,  total. 
Mean  discrepancy . . . 


San  Fran- 
cisco to 
Marmol. 


31 
+  67.6 
+     2.18 

28 

-  58.2 

-  2.08 

59 
2.13 
+    9.4 
+    0.16 

27 

62.6 

2.32 


Beowawe 

to 
Marmol. 


None. 


3 

7.6 

2.5 

3 

2.5 
7.6 
2.6 

2 

3.1 

1.6 


Brigham 

to 
Beowawe. 


46 
+110.3 
+    2.40 

20 

-  40.9 

-  2.04 

66 
2.29 
+  69.4 
+    1.05 

20 

39.7 
1.98 


Butte 

to 
Devon. 


22 
+  76.0 
+    3.45 

18 

-  43.8 

-  2.43 

40 

3.00 
+  32.2 
+    0.80 

35 
99.0 
2.83 


Pocatello 

to 

Butte. 


32 
+  104.7 
+    3.27 

18 

-  52.5 

-  2.92 

50 
3.14 
+  52.2 
+    1.04 

43 

91.1 
2.12 


All  lines. 


131 
+  358.6 
+      2.74 

87 
-203.0 
-      2.33 

218 
2.58 
+  155.6 
+      0.71 

127 
295.5 
2.33 


SECTIONS   WITH  GRADE   LESS  THAN   10  METERS   PER   SECTION. 


Number  of  sections . . 
P-A,  total,  positive. 
Mean  discrepancy . . . 


Number  of  sections . . 
P-A ,  total,  negative . 
Mean  discrepancy . . . 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections . . 
A-A  and  P-P,  total. 
Mean  discrepancy . . . 


100 
+202.9 
+    2.03 

57 
-106.0 
-     1.86 

157 
1.97 
+  96.9 
+    0.62 

64 

104.2 
1.63 


134 
+  249.4 
+     1.86 

119 
-206.1 
-    1.73 

253 
1.80 
+  43.3 
+    0.17 

168 
299.4 

1.78 


116 

+253.5 
+     2.18 

110 
-200.9 
-     1.83 

226 
2.01 
+  52.6 
+    0.23 

141 
277.9 
1.97 


121 
+248.  4 
+     2.05 

111 

-261.5 

-  2.36 

232 
2.19 

-  13.1 

-  0.06 

95 

221.4 
2.33 


58 
+  186.6 
+3.22 

59 
-161.0 
-     2.73 

117 
2.97 
+  25.6 
+    0.22 

102 
2S9.5 
2.84 


529 
+  1140.8 
+      2.15 

456 

-  935.5 

-  2.05 

985 
2.11 
+205.3 
+      0.21 


570 
1192.  4 
2.09 


ALL  SECTIONS. 


Number  of  sections . . 
P-A,  total,  positive  . 
Mean  discrepancy . . . 


Number  of  sections . . 
P-A,  total,  negative. 
Mean  discrepancy . . . 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  seetion . 


Number  of  sections . . 
A-A  and  P-P,  total. 
Mean  discrepancy . . . 


131 
+270.5 
+    2.06 

134 
+249.4 
+     1.86 

162 
+363.8 
+    2.25 

143 
+324.4 
+     2.27 

90 
+291.3 
+    3.24 

660 
+1499.  4 
+      2.27 

85 
-164.2 
-     1.93 

122 
-213.7 
-     1.75 

130 
-241.8 
-    1.86 

129 
-305.3 
-    2.37 

77 
-213.5 
-     2.77 

543 
-1138.5 
-      2. 10 

216 
2.01 
+106.3 
+    0.49 

256 
1.81 
+  35.7 
+     0.14 

292 

2.07 
+  122.0 
+    0.42 

272 
2.32 
+  19.1 
+    0.07 

167 
3.02 
+  77.8 
+    0.47 

1203 
2.19 
+  360.9 
+      0.30 

91 

166.8 
1  83 

170 
302.5 
1.78 

161 

317.6 
1.97 

130 

320.4 
2.46 

145 
380.6 
2.62 

697 
1487.9 
2.14 

As  before,  the  afternoon  runnings  give  on  an  average  greater  differences  in  elevation  be- 
tween the  ends  of  sections  than  the  morning  runnings.  But  on  steep  grades  the  all-sunshine 
results  give  a  mean  accumulated  discrepancy  of  P-A  of  +0.71  millimeter  per  section  while  the 
value  was  only  +  0.47  millimeter  where  no  account  was  taken  of  clear  or  cloudy  weather.  This 
seems  to  bear  out  the  theory  stated  above  that  the  afternoon  runnings  give  results  closer  to  the 
truth  than  the  morning  runnings.  If  it  were  cloudy  in  the  morning  the  difference  between  the 
morning  and  afternoon  results  should  agree  more  closely  than  if  the  morning  running  were  in 
sunshine. 

The  data  for  the  sections  having  low  grades  indicate  the  same  results  for  the  all-sunshine 
runnings  as  for  the  runnings  with  sunshine  or  clouds  disregarded. 

RELATION  BETWEEN  ERRORS  OF  LEVELING  AND  CLEAR  AND  CLOUDY  SKY. 

The  following  table  gives  data  for  the  leveling  done  under  different  conditions  of  the  sky 
and  also  for  the  sections  which  have  both  runnings  in  sunshine  or  both  in  cloudy  weather. 

The  sections  are  again  divided  into  two  groups  according  to  their  grades.  First,  those  for 
which  the  difference  in  elevation  of  their  ends  exceeds  10  meters  and,  second,  those  with  differ- 
ences less  than  1 0  meters. 


38 


U.   S.   COAST  AND  GEODETIC   SUBVEY   SPECIAL  PUBLICATION    NO.   22. 


As  was  stated  on  page  34,  it  is  difficult  or  impossible  to  notice  any  relations  between  the 
accidental  errors  and  the  weather  conditions,  as  there  is  no  fixed  length  of  sight.  But  the  data 
in  the  tables  given  below  should  indicate  whether  there  are  any  relations  between  systematic 
errors  and  the  degree  of  clearness  of  the  sky.  The  letter  "  C  "  stands  for  clouds  and  "  S  "  f or  sun- 
shine or  clear. 

Table  3. 

SECTIONS  WITH  GRADE   EXCEEDING  10  METERS   PER  SECTION. 


San  Fran- 
cisco to 
Marmol. 

Beowawe 

to 
Marmol. 

Brigham 

to 
Beowawe. 

Butte 

to 
Devon. 

Pocatello 
to 

Butte. 

All  lines. 

28 
+  54.6 
+    1.95 

28 

-  53.9 

-  1.92 

56 
1.94 
+    0.7 
+    0.01 

55 

101.9 
1.85 

93 

207.7 
2.23 

None. 

8 
+  30.7 
+    3.84 

4 

-  4.7 

-  1.18 

12 
2.95 
+  26.0 
+    2.17 

10 
27.6 
2.76 

36 
69.5 
1.93 

10 
+  23.4 
+    2.34 

6 

-  9.2 

-  1.53 

16 
2.04 
+  14.2 
+    0.89 

15 

33.1 
2.21 

60 

169.0 
2.82 

10 
+  50.5 
+    5.05 

7 

-  17.3 

-  2.47 

17 
3.99 
+  33.2 
+    1.95 

None. 

56 
+159.  2 
+    2.84 

45 

-  85.1 

-  1.89 

101 
2.42 

+  74.1 
+    0.73 

80 

162.6 
2.03 

285 

702.1 
2.46 

None. 

None. 

None. 

C-C,  total 

3 

7.6 

2.53 

93 

248.3 
2.67 

S-S,  total 

SECTIONS  WITH  GRADE  LESS  THAN  10  METERS  PER  SECTION. 


Number  of  sections. 
C-S,  total,  positive. 
Mean  discrepancy. . 


Number  oi  sections . 
C-S,  total,  negative. 
Mean  discrepancy . . 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections. 

C-C,  total 

Mean  discrepancy . . 


Number  of  sections . 

S-S,  total 

Mean  discrepancy . . 


46 
+  83.6 
+    1.82 

74 
-160.6 

-  2.17 

120 
2.04 

-  77.0 

-  0.64 

56 
96.2 
1.72 

240 
45S.9 
1.91 


58 
+  134.4 
+    2.32 

55 

-  92.1 

-  1.68 

113 
2.00 
+  42.3 
+    0.37 

39 
56.1 
1.44 

362 
646.2 
1.78 


+160.6 
+    2.33 

62 
-137.3 
-    2.21 


131 
2.27 
23.3 
0.18 


51 

95.6 
1.87 

347 
695.8 
2.00 


24 
+  40.4 
+     1.68 

24 

-  51.4 

-  2.14 

48 
1.91 

-  11.0 
-0.23 

46 
88.4 
1.92 

290 
635.7 
2.19 


20 
+  54.1 
+     2.70 

13 

-  40.9 

-  3.15 

33 
2.88 
+  13.2 
+    0.40 

12 

29.8 
2.48 

220 
626.9 
2.85 


217 
+473. 1 
+     2.18 

228 
-4S2.3 

-  2.12 

445 
2.15 
-9.2 

-  0.02 

204 
366.1 
1.79 

1459 
3063. 5 
2.10 


ALL  SECTIONS. 


Number  of  sections . 
C-S,  total,  positive. . 
Mean  discrepancy . . . 

Number  of  sections . 
C-S,  total,  negative. 
Mean  discrepancy . . , 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections. 

C-C, total 

Mean  discrepancy . . 


Number  of  sections. 

S-S,  total 

Mean  discrepancy. . 


74 
+138.  2 
+    1.87 

102 
-214.5 

-  2.10 

176 
2.00 

-  76.3 

-  0.43 

HI 
198.1 
1.78 

333 

666.6 
2.00 


58 
+134.4 
+    2.32 

55 

-  92.1 

-  1.68 

113 
2.00 
+  42.3 
+    0.37 

39 
56.1 
1.44 

365 

653.8 
1.79 


77 
+191.3 
+     2.48 


-142.0 
-    2.15 

143 
2.33 
+  49.3 
+    0.35 

61 

123.2 
2.02 

383 
765.3 
2.00 


34 

+  63.8 
+    1.88 

30 

-  60.6 

-  2.02 

64 
1.94 
+    3.2 
+    0.05 

61 

121.5 
1.99 

350 

804.7 
2.30 


30 
+  104.6 
+    3.49 

20 

-  58.2 

-  2.91 

50 
3.26 
+46.4 
+    0.93 

12 

29.8 
2.48 

313 

875.2 
2.80 


273 
+632.3 
+     2.32 

273 

-567.4 
-     7.08 

546 
2.20 
+  64.9 
+    0.12 

284 

528.7 
1.86 

1744 
3765.6 
2.16 


In  each  of  the  lines  considered  the  running  of  a  section  with  steep  grade,  when  the  sky  was 
cloudy,  gave  on  an  average  a  difference  in  elevation  greater  than  the  running  when  the  sky  was 
clear.  There  are  101  sections  of  steep  slopes  or  grades  on  which  the  two  runnings  of  a  section 
were  made,  one  in  sunshine  and  the  other  with  a  cloudy  sky.  The  mean  accumulated  discrep- 
ancy is  +  0.73  millimeter. 


PRECISE   LEVELING,   BRIGHAM   TO  SAN   FRANCISCO. 


39 


There  seems  to  be  no  tendency  toward  an  accumulation  of  C-S  (cloudy  minus  sunshine) 
for  those  sections  having  grades  less  than  10  meters  per  section.  The  total  discrepancy  with 
regard  to  sign  for  445  such  sections  is  only  —9.2  millimeters  or  —0.02  millimeter  per  section. 

It  is  the  general  belief  among  geodesists  that  the  leveling  under  a  cloudy  sky  is  practically 
free  from  systematic  errors  resulting  from  atmospheric  conditions.  Therefore  it  would  appear 
that  the  leveling  under  a  clear  sky  causes  the  observed  differences  in  elevation  on  steep  grades 
to  be  too  small. 

In  the  following  table  are  given  data  for  the  steep  sections  which  had  one  running  in  clear 
and  the  other  in  cloudy  weather,  but  the  data  are  arranged  in  two  groups,  one  where  the  run- 
ning in  sunshine  was  made  in  the  morning  called  (S  A),  while  the  other  has  the  running  in  sun- 
shine made  in  the  afternoon  (S  P) : 

Table  4- 

SECTIONS  WITB  GRADE  EXCEEDING  10  METERS  PER  SECTION. 


San  Fran- 
cisco to 
Marmol. 


B<MUV:i\vt> 

to 
Marmol. 


Brigham 

to 
Boowawe. 


Butte 

to 
Devon. 


Pocatello 

to 

Butte. 


All  lines. 


Number  of  sections . . . 
C-SA,  total,  positive. 


Number  of  sections . . . 
C-SA,  total,  negative. 


Number  of  sections . . . 
C-SP,  total,  positive. . 


Number  of  sections . . . 
C-SP,  total,  negative. 


C-S  A ,  accumulation  per  section. 
C-SP,  accumulation  per  section. 


13 
+22.3 


21 
-44.8 


IS 
+32.3 


7 
-  9.1 


-  0.68 
+  1.05 


6 
+25.2 


3 
-  3.7 


2 
+  5.5 


1 

-  1.0 


+  2.39 
+  1.50 


3 
-  5.J 


7 
+  16.5 


3 
3.4 


+  0.18 
+  1.31 


4 

+20.4 


3 
7.0 


+30.1 


4 
-10.3 


+  1.91 
+  1.98 


28 

+74.8 


30 
-61.3 


30 

+84.4 


15 
-23.8 


+  0.24 
+  1.34 


SECTION'S  WITH  GRADE  LESS  THAN  10  METERS  PER  SECTION. 


Number  of  sections . . . 
C-SA,  total,  positive . 


Number  of  sections . . . 
C-SA,  total,  negative. 


Number  of  sections . . . 
C-SP,  total,  positive.. 

Number  of  sections . . . 
C-SP,  total,  negative. 


C-SA,  accumulation  per  section  . 
C-SP,  accumulation  per  section . 


24 

+  42.4 


22 
+41.2 


41 
-93.7 


0.43 
0.83 


24 

+55.6 


33 
-57.3 


34 

+78.8 


22 

-34.8 


-  0.03 
+  0.79 


44 
+  109.9 


25 

+  50.7 


33 

87.6 


+     0.69 
-    0.64 


13 

+20.8 


13 
-24.1 


11 
+19.4 


11 
-27.3 


-  0.13 

-  0.36 


19 

+29.1 


-23.6 


11 
+25.0 


5 
-17.3 


+  0.18 
+  0.48 


124 
+257.8 


116 
-231.6 


+215. 1 


112 
-260.7 


0.11 
0.21 


ALL  SECTIONS. 


Number  of  sections 

C-SA,  accumulation  per  section. 


Number  of  sections 

C-SP,  accumulation  per  section. 


91 
-  0.52 


85 
-  0.34 


57 
-0.03 


56 
+  0.79 


82 

+  0.87 


61 
-0.53 


32 

-  0.07 


32 
+  0.16 


34 

+  0.56 


26 
+  1.06 


296 
+  0.13 


260 
+  0.06 


In  the  above  table  it  is  shown  that  the  cloudy  running  gave  on  an  average  a  larger  value 
for  the  difference  in  elevation  on  steep  grades  than  the  running  in  sunshine.  If,  as  was  stated 
above,  it  is  assumed  that  the  cloudy  running  is  free  from  systematic  error,  then  on  an  average 
the  afternoon  running  in  sunshine  gave  a  smaller  difference  in  elevation  than  the  morning 
running  in  sunshine.  Contrary  to  what  might  be  expected  from  the  data  in  a  previous  table, 
the  value  of  C-SA  for  one  of  the  lines  is  negative.  All  of  the  other  values  for  C-SA  are  positive, 
as  is  the  case  with  the  values  of  C-SP. 

The  average  accumulated  values  of  C-SA  and  C-SP  for  the  sections  with  low  grade  are 
small,  +0.11  nrillimeter  per  section  in  the  former  and  —0.21  millimeter  per  section  in  the 
latter.  These  sections  are  quite  numerous  as  compared  with  the  number  of  steep  sections,  and 
should  no  doubt  be  given  some  consideration  before  coming  to  a  decision  as  to  whether  the 
morning  or  afternoon  runnings  in  sunshine  give  the  larger  differences. 


40 


U.   S.   COASI   AND  GEODETIC   SUBVEY   SPECIAL  PUBLICATION    NO.   22. 


The  third  section  of  the  above  table  gives  the  average  accumulated  discrepancy  per  section 
for  296  (C-SA)  and  for  260  (C-SP)  sections,  without  regarding  the  amount  of  the  grade.  The 
average  (C-SA)  value  is  +0.13  millimeter  per  section  and  the  average  (C-SP)  value  is  only 
+  0.06  millimeter  per  section.  This  evidence  is  weak  but  it  agrees  with  the  conclusion  expressed 
on  page  36,  that  the  afternoon  running  in  sunshine  gives  a  greater  difference  than  a  forenoon 
running  in  sunshine. 

The  data  in  the  following  table  were  prepared  with  the  view  of  investigating  possible  rela- 
tions between  the  systematic  errors  in  leveling  and  the  wind  and  calm  during  the  observations. 
In  the  table  C  stands  for  calm  and  W  for  wind.  The  strength  of  the  wind,  whether  strong, 
moderate,  or  light,  is  not  considered. 

Table  5. 

SECTIONS  WITH  GRADE  EXCEEDING  10  METERS  PER  SECTION. 


Number  of  sections . . 
C-W,  total,  positive. 
Mean  discrepancy . . . 


Number  of  sections. . 
C-W,  total,  negative. 
Mean  discrepancy 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections . 

C-C,  total 

Mean  discrepancy . . 


Number  of  sections . 

W-W,  total 

Mean  discrepancy . . 


San  Fran- 
cisco to 
Marmol. 


20 
+41.2 
+  2.06 

25 
-56.1 

-  2.24 

45 

2.16 
-14.9 

-  0.33 

129 
262.6 
2.04 

28 
62.6 
2.24 


Beowawe 

to 
Marmol. 


1 

+2.7 
+2.7 

None. 


1 

2.7 
+2.7 
+2.7 

4 

8.0 

2.0 

None. 


Brigham 

to 
Beowawe. 


12 

+22.6 
+  1.88 

21 
-53.2 

-  2.53 

33 
2.30 
-30.6 

-  0.93 

10 
10.6 
1.06 

64 

159.7 
2.49 


Butte 

to 
Devon. 


+25.9 

+  2.88 

14 
-34.  4 

-  2.46 

23 
2.62 

-  8.5 

-  0.37 

62 

164.5 
2.65 

31 
96.1 
3.10 


Pocatello 

to 

Butte. 


21 

+47.6 
+  2.27 

15 
-56.1 
-  3.74 


2.88 

-  8.5 

-  0.24 

31 

91.6 
2.95 

57 

167.1 
2.93 


All  lines. 


63 
+140.0 
+     2.22 

75 
-199.8 

-  2.66 

138 
2.46 

-  59.8 

-  0.43 

236 
537.3 
2.28 

180 
485.5 
2.70 


SECTIONS  WITH  GRADE  LESS  THAN  10  METERS  PER  SECTION. 


linve.. 


Number  of  secti 
C-W,  total,  posil 
Mean  discrepancy 


Nu  mber  of  sections .. . 
C-W,  total,  negative. . 
Mean  discrepancy 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections . 

C-C,  total 

Mean  discrepancy . . 


Number  of  sections . 

W-W, total 

Mean  discrepancy . . 


46 
+  74.6 
+     1.62 

74 
-155.9 
-2.11 

120 
1.92 

-  81.3 

-  0.68 

151 
265.3 
1.76 

134 

261.7 
1.95 


81 

+140.5 
+    1.73 

82 
-149. 3 
-1.82 

163 
1.78 

-  8.8 

-  0.05 

195 
369.5 


148 
256.8 
1.74 


64 
+136.6 
+    2.14 

93 
-221.0 

-  2.38 

157 
2.28 
-84.4 

-  0.54 

134 
259.4 
1.94 

193 
390.6 
2.02 


50 
+111.4 
+    2.23 

60 
-116.9 

-  1.95 

110 

2.08 
-5.5 

-  0.05 

245 
533.6 
2.18 

85 

173.5 
2.04 


36 
+  91.2 
+     2.53 

36 
-114.3 

-  3.18 

72 
2.85 

-  23.1 

-  0.32 

113 
302.6 
2.68 

83 
259.8 
3.13 


277 
+554.3 
+     2.00 

345 
-757.  4 

-  2.20 

622 
2.11 
-203.1 

-  0.33 


1,730.4 
2.06 

643 
1,342.4 
2.09 


ALL  SECTIONS. 


Number  of  sections . . 
C-W,  total,  positive. 
Mean  discrepancy . . . 


Number  of  sections . . 
C-W,  total,  negative.. 
Mean  discrepancy 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


Number  of  sections . 

C-C,  total 

Mean  discrepancy . . 


Number  of  sections. 

W-W, total 

Mean  discrepancy . . 


66 

+115.8 
+    1.75 


-212.0 

-  2.14 

165 
1.99 

-  96.2 

-  0.58 

280 
527.9 
1.89 

162 
324.3 
2.00 


82 

+  143.2 
+     1.75 


-149.  3 

-  1.82 

164 
1.78 

-  6.1 

-  0.04 

199 
377.5 
1.90 

148 
256.8 
1.74 


+  159.2 
+    2.10 

114 
-274.2 
-2.41 

190 
2.28 
-115.0 
-    0.61 

144 
270.0 
1.88 

257 
550.3 
2.14 


+137.3 
+    2.33 

74 
-151. 3 

-  2.04 

133 
2.17 

-  14.0 

-an 

307 
698.1 
2.27 

116 
269.6 
2.32 


57 
+138.8 
+    2.44 

51 
-170.  4 

-  3.34 

108 
2.86 

-  31.6 

-  0.29 

144 

394.2 
2.74 

140 

426.9 
3.05 


340 
+694.  3 
+     2.04 

420 
-957.2 

-  2.28 

760 
2.17 
-262.9 

-  0.35 

1,074 
2,267.7 

2.11 

823 
1,827.9 
2.22 


PRECISE   LEVELING,   BBIGHAM   TO  SAN   FRANCISCO. 


41 


The  sections  are  again  divided  into  two  classes,  first  those  having  differences  in  elevation 
between  the  ends  of  more  than  10  meters,  and  second  those  sections  having  a  difference  in  eleva- 
tion of  less  than  10  meters.  The  above  table  shows  that  each  of  the  groups  of  sections  has  a 
minus  sign  for  the  accumulated  value  of  (C-W),  calm  minus  wind.  (There  is  only  one  steep 
section  for  the  second  line.)  For  the  steep  sections,  138  in  number,  the  accumulated  value  per 
section  is  —0.43  millimeter.  On  the  low-grade  sections  the  mean  value  of  the  accumulated 
discrepancy  is  —0.33  millimeter  per  section.  The  mean  value  for  all  sections  regardless  of  the 
grade  is  —0.35  millimeter  per  section. 

These  facts  show  that  the  running  in  wind  gave  a  greater  difference  in  elevation  than  a 
running  during  calm.  The  conclusion  that  this  is  a  general  rule  might  not  be  justified  for  other 
factors  enter  the  case.  All  of  the  lines  are  in  the  western  portion  of  the  United  States  where  it 
is  usually  more  windy  in  the  afternoon  than  in  the  morning.  Calm  is  infrequent  there  in  the 
afternoon.     Therefore  the  value  of  C-W  would  be  somewhat  confused  with  the  value  of  P-A. 

If  both  runnings  are  made  in  the  forenoon  or  both  in  the  afternoon,  then  the  values  of  C-W 
should  be  practically  free  from  the  effect  of  the  time  of  day.  In  the  following  table  there  are 
given  the  data  for  such  sections  the  amount  of  grade  not  being  considered : 

Table  8. 

ONLY  SUCH  SECTIONS  AS  HAVE  RUNNINGS  IN  BOTH  DIRECTIONS  EITHER  IN  THE  MORNING  OR  IN  THE 

AFTERNOON. 


San  Fran- 
cisco to 
Marmol. 


Beowawe 
to 

Marmol. 


Brigham 

to 
Beowawe. 


Butte 

to 
Devon. 


Pocatello 

to 

Butte. 


AH  lines. 


Number  of  sections 

C-W,  total,  positive 

Mean  discrepancy 

Number  of  sections 

C-W,  total  negative 

Mean  discrepancy 

Number  of  sections 

Accumulated  discrepancy 

Mean  accumulation  per  section 


20 
+32.7 
+  1.64 

27 
-68.3 

-  2.53 

47 
-35.6 

-  0.76 


16 
+35.6 
+  2.22 

20 
-40.9 

-  2.04 

36 

-  5.3 

-  0.15 


16 
+22.4 
+  1.40 

12 
-29.6 

-  2.47 

28 

-  7.2 

-  0.26 


14 
+42.4 
+  3.03 

13 
-29.2 
-  2.25 

27 
+  13.2 
+  0.49 


19 
+44.1 
+  2.32 

18 
-54.3 

-  3.02 

37 
-10.2 

-  0.28 


85 
+177.2 
+  2.08 

90 
-222.3 

-  2.47 

175 

-  45.1 

-  0.26 


The  value  of  C-W  in  the  above  table  is  practically  free  from  the  effect  of  the  time  of  day  and 
also  that  of  cloudy  or  clear  weather.  It  appears  then  that  the  mean  accumulated  value  of 
C-W  is  —0.26  millimeters  per  section.  This  makes  the  difference  in  elevation  obtained  from 
the  running  in  wind  greater  than  the  difference  obtained  in  calm.  There  are  no  data  collected 
as  to  whether  the  size  of  C-W  is  a  function  of  the  steepness  of  the  grade. 

There  are  495  sections,  each  of  which  had  one  running  in  the  morning  and  one  running 
in  the  afternoon  with  both  runnings  made  during  calm.  These  sections  should  have  values 
for  P-A  which  are  free  from  the  effect  of  calm  and  wind.  The  data  for  these  sections  are 
shown  below: 

Table  7. 

ONLY  SUCH  SECTIONS  AS  WERE   RUN  IN  BOTH  DIRECTIONS  DURING  CALM. 


San  Fran- 
cisco to 
Marmol. 

Beowawe 

to 
Marmol. 

Brigham 

to 
Beowawe. 

Butte 

to 
Devon. 

Pocatello 

to 

Butte. 

All  lines. 

88 
+177.6 
+     2.02 

69 
-122.1 
-     1.77 

157 
+  55.5 
+    0.35 

55 
+112.0 
+    2.04 

62 
-119.7 

-  1.93 

117 

-  7.7 

-  0.07 

44 

+73.0 
+  1.66 

43 
-75.6 

-  1.76 

87 

-  2.6 

-  0.03 

33 
+119.4 
+    3.62 

29 

-  86.6 

-  2.98 

62 
+  32.9 
+    0.53 

39 
+121.5 
+    3.12 

33 

-  93.6 

-  2.84 

72 
+  27.9 
+    0.39 

259 
+603.5 
+    2.33 

236 
-497. 5 
-    2.11 

495 
+106.0 
+    0.21 

42  U.  S.  COAST  AND  GEODETIC   SURVEY  SPECIAL  PUBLICATION    NO.   22. 

The  above  values  for  the  accumulated  discrepancy  P-A  are  no  doubt  somewhat  affected 
by  cloudy  and  clear  weather,  for  in  general  the  forenoons  are  somewhat  more  free  from  clouds 
than  the  afternoons,  but  it  is  believed  that  this  effect  is  small.  The  value  of  P-A  for  the  accumu- 
lated discrepancy  is  +0.22  millimeter  per  section.  The  afternoon  running  gives  a  larger 
value  for  the  difference  in  elevation  between  the  ends  of  a  section  than  the  morning  running. 
The  steepness  of  the  grade  has  not  been  considered  as  there  were  so  few  P-A  sections  on  steep 
grades  which  were  run  only  in  calm  weather.  But  it  is  worthy  of  note  that  the  three  lines,  the 
first,  fourth,  and  fifth,  which  have  the  greatest  mean  grade  per  section  (see  p.  34),  have  the 
largest  values  of  P-A  (both  in  calm).  The  second  and  third  lines  have  accumulated  values  of 
the  discrepancy  of  C-W  of  only  —0.07  and  —0.03  millimeter.  Therefore  the  conclusion  may 
be  drawn  that  the  size  of  P-A,  free  from  the  effects  of  calm  or  wind,  is  a  function  of  the  grade. 

If  it  is  assumed  that  the  running  in  wind  is  free  from  error,  then  the  data  for  the  sections 
shown  below  should  give  an  indication  as  to  whether  an  afternoon  or  forenoon  running  of  a  sec- 
tion will  give  the  greater  difference  in  elevation. 

mm. 

Number  cf  sections  256,  total  positive  value  (C-W)  A  +  499.2 
Number  of  sections  330,  total  negative  value  (C-W)  A  —  759.0 
Number  of  sections  94,  total  positive  value  (C-W)  P  +221.7 
Number  of  sections  87,  total  negative  value  (C-W)  P  — 182.3 
Mean  accumulated  discrepancy  per  section  (C-W)  A  —  0.44 
for  (C-W)  P  +     0.22 

The  term  (C-W)  A  represents  calm  minus  wind,  with  the  calm  running  in  the  forenoon, 
while  (C-W)  P  is  the  same,  except  that  the  calm  running  is  in  the  afternoon. 

The  indications  in  the  above  table  are  that  the  difference  in  elevation  from  the  calm  running 
in  the  forenoon  is  too  small  and  from  the  calm  running  in  the  afternoon  too  great.  This  bears 
out  the  conclusion  stated  on  page  36  that  the  afternoon  running  gave  a  greater  difference  than  the 
forenoon  running. 

RELATION   BETWEEN   THE    ERRORS   OF    LEVELING   AND   THE    FORWARD   AND   BACKWARD   RUNNINGS 

OF    A    LINE. 

The  values  of  B-F  in  the  following  table  represent  the  difference  in  elevation  between  the 
ends  of  the  sections  as  given  by  the  two  runnings,  one  forward  and  one  backward.  When  the 
section  is  up  grade  in  the  line  of  progress  the  difference  between  the  two  runnings  B-F  is  posi- 
tive if  the  backward  running  gives  a  greater  difference  between  the  two  ends  than  the  forward 
running.     The  value  is  negative  if  the  forward  running  gives  the  greater  difference. 

If  the  section  is  down  grade  in  the  line  of  progress  the  value  of  B-F  is  positive,  if  the  back- 
ward running  gives  the  smaller  difference  in  elevation  between  the  ends  of  the  section,  and  is 
negative  when  it  gives  the  larger  difference.  In  general  B-F  is  positive  if  the  backward  running 
gives  the  higher  elevation  a,bove  sea  level  for  the  bench  mark  at  the  forward  end  of  the  section. 

In  the  following  table  are  given  data  regarding  the  accumulated  value  of  B-F  for  the  five 
fines  considered  in  this  investigation. 


PEECISE  LEVELING,  BKIGHAM   TO   SAN   FRANCISCO. 
Table  8. 

SECTIONS  WITH  GRADE  EXCEEDING    10    METERS    PER    SECTION. 


48 


San  Fran- 
cisco to 
Marmol. 

Beowawe 

to 
Marmol. 

Brigham 

to 
Beowawe. 

Butte 

to 
Devon. 

Pocatello 

to 

Butte. 

AUllnes. 

100 
+207.8 
+    2.08 

100 
-220.1 

-  2.20 

200 
2.14 

-  12.3 

-  0.06 

2 

+3.1 
+1.6 

3 
-7.6 
-2.5 

5 

2.14 
-4.5 
-0.9 

60 
+145.3 
+    2.42 

45 
-103.2 
-    2.29 

105 
2.37 
+  42.1 
+    0.40 

72 
+248.3 
+    3.45 

43 

-  85.7 
„-    1.99 

115 

2.90 
+162.6 
+    1.41 

66 
+188.3 
+    2.86 

42 
-125.3 
-    2.98 

108 
2.90 
+  63.0 
+    0.68 

300 
+792.8 
+    2.64 

233 
-541. 9 
-    2.33 

533 
2.50 
+250.9 
+    0.47 

SECTIONS   WITH   GRADE    LESS  THAN  10  METERS  PER  SECTION. 


Number  of  sections . . 
B-F,  total,  positive.. 
Mean  discrepancy . . . 


Number  of  sections . . 
B-F,  total,  negative. 
Mean  discrepancy . . . 


Number  of  sections 

Mean  discrepancy 

Accumulated  discrepancy 

Mean  accumulation  per  section . 


186 
+356.8 
+    1.92 

222 
-429.5 

-  1.93 

408 
1.93 

-  72.7 

-  0.18 


251 
+460.1 
+    1.83 

254 
-453.2 
-    1.78 

505 
1.81 
+    6.9 
+    0.01 


240 
+520.1 
+    2.17 

242 
-480.8 
-    1.99 

482 
2.08 
+  39.3 

+    0.08 


231 
+501.4 
+    2.17 

217 
-457.5 
-    2.11 

448 
2.14 
+  43.9 
+    0.10 


124 
+374.2 
+    3.02 

145 

-397.3 
-    2.74 


2.87 
23.1 
0.09 


1032 
+2212. 6 
+      2.14 

1080 
-2218.3 

-  2.05 

2112 
2.09 

-  5.7 
0.00 


The  large  accumulations  occurred  on  steep  grades,  though  the  evidence  is  not  conclusive 
that  this  accumulation  is  of  the  same  sign.  Of  the  five  fines,  the  one  from  Beowawe  to  Marmol 
should  be  ignored,  for  it  has  only  five  sections  with  steep  grades.  Of  the  other  four  lines,  one  has 
an  accumulated  value  of  —0.06  millimeter  per  section  for  B-F,  while  the  other  three  have  ac- 
cumulated values  ranging  from  +0.40  to  +1.41  millimeters.  The  mean  of  all  steep  sections 
for  the  five  lines  is  +0.47  millimeter.     This  indicates  a  large  systematic  error  on  steep  grades. 

The  remainder  of  the  sections  which  have  low  grades  show  no  systematic  error  in  the 
accumulated  values  of  B-F.  Two  of  the  values  are  negative  and  three  positive,  while  the 
largest  one  is  —0.18  millimeter  and  the  mean  for  the  2112  sections  of  all  lines  is  0.00  millimeter. 
The  program  followed  by  the  observers  seems  to  avoid  troublesome  accumulation  of  error  on 
low  grades,  but  not  so  on  the  steep  grades. 

The  difference  between  the  two  runnings  of  a  line  can  not  alone  disclose  any  systematic 
errors  due  to  the  azimuth  of  the  fine,  for  there  would  be  no  systematic  effect  from  that  cause  on 
one  running  which  should  not  be  present  on  the  other.  There  may  possibly  be  a  systematic 
error  which  is  a  function  of  the  azimuth  of  the  fine,  but  this  would  be  shown  only  by  tho  errors 
of  closure  of  the  loops. 

CONCLUSIONS. 

The  above  discussion  (pp.  32  to  43)  seems  to  make  justifiable  the  following  conclusions: 

1.  The  average  size  of  the  discrepancy  between  the  difference  in  elevation  determined 
twice  under  different  conditions  does  not  give  a  clear  idea  of  the  magnitude  of  the  accidental 
errors  which  may  be  produced  by  certain  conditions,  as  the  custom  is  to  make  the  length  of 
sight  as  great  as  the  conditions  will  permit.  Therefore  the  extra  length  of  sight  may  offset 
otherwise  favorable  conditions  and  give  a  large  difference  between  two  runnings  of  a  section. 

2.  For  sections  run  twice  under  different  conditions  the  average  accumulated  value  of 
the  discrepancy  is  greater  for  the  sections  with  steep  grades  than  with  low  grades,  the  direction 
of  the  running  being  ignored  and  only  the  actual  difference  in  elevation  between  the  ends  of  a 
section  being  considered. 


44  U.   S.   COAST  AND  GEODETIC   SURVEY  SPECIAL  PUBLICATION   NO.   22. 

3.  On  all  grades,  but  more  especially  the  steep  ones,  the  difference  in  elevation  determined 
in  the  afternoon  is  on  an  average  greater  than  that  determined  in  the  forenoon. 

4.  On  an  average,  a  running  during  wind  gives  a  greater  difference  in  elevation  than  one 
during  calm.  The  amount  of  this  difference  is  somewhat  greater  for  the  steep  than  for  the  low 
grades. 

5.  On  an  average  a  running  when  the  sky  is  cloudy  gives  a  larger  difference  in  elevation 
between  two  points,  on  a  steep  grade,  than  a  running  while  the  sun  is  shining.  For  low  grades 
there  is  practically  no  difference,  on  an  average,  between  the  runnings  under  the  two  conditions. 

6.  On  steep  grades  the  average  accumulated  value  of  the  backward  minus  the  forward 
(B-F)  running  is  positive.  There  is  no  accumulation  for  the  low  sections  considered  as  one 
group. 

7.  For  steep  grades  (about  10  meters  per  kilometer)  the  probability  is  that  the  afternoon 
running  gives,  on  an  average,  a  result  closer  to  the  truth  than  the  forenoon  running.  The 
afternoon  running  should  be  ended  sometime  before  sundown.  The  running  in  wind  probably 
gives  results  on  an  average  closer  to  the  truth  than  a  running  in  calm. 

While  the  data  in  the  tables  make  the  above  conclusions  justifiable,  yet,  owing  to  the  fact 
that  there  are  so  many  conditions  to  be  considered,  it  is  impracticable  to  obtain  at  present  any 
reliable  numerical  values  for  the  effect  of  any  given  atmospheric  condition  or  set  of  conditions. 

It  is  believed  that,  other  things  being  equal,  the  running  in  the  afternoon  (if  not  within 
about  an  hour  of  sunset)  gives,  on  an  average,  more  accurate  results  than  the  forenoon  running; 
also  that,  other  things  being  equal,  a  running  in  wind  is  more  accurate,  on  an  average,  than 
one  in  calm  •  and,  other  things  being  equal,  a  running  with  a  cloudy  sky  will  be  more  accurate, 
on  an  aver*e,  than  one  in  sunshine.  Hence,  the  ideal  condition  would  be  an  afternoon  with 
a  moderate  wind  and  a  cloudy  sky. 

It  is  believed  that  the  mere  fact  of  running  backward  or  forward  has  no  real  effect  on  the 
result  of  a  running,  as  the  value  of  B-F  may  vary  in  sign  for  different  lines  and  even  for  different 
parts  of  a  single  line. 

As  data  accumulate  it  may  be  possible  to  determine  accurately  the  effect  of  certain  weather 
conditions  and  a  correction  might  then  be  applied  to  the  leveling.  With  our  present  knowledge 
it  seems  safe  to  follow  such  a  program  as  that  now  used  in  the  United  States  Coast  and  Geodetic 
Survey.  On  level  ground  or  ground  with  low  grades  the  observer  need  not  be  so  particular 
in  regard  to  the  relation  between  the  weather  conditions  and  the  separate  runnings  provided 
the  two  runnings  of  a  section  are  made  on  different  days,  to  meet  the  requirements  of  the  Inter- 
national Geodetic  Association;  but  on  a  steep  slope  it  is  best  not  to  make  obseivations  in  the 
early  morning  or  the  late  afternoon;  the  reading  of  a  wire  on  the  rod  should  never  be  less  than 
about  two  decimeters;  and  whenever  part  of  a  day  must  be  taken  for  setting  bench  marks  or 
computing,  the  forenoon  should  be  used  for  that  work  and  the  afternoon  for  leveling,  rather 
than  the  reverse. 

As  was  stated  on  page  22  of  Special  Publication  No.  18,  it  is  not  believed  that  the  accu- 
mulated value  of  B-F  (backward  minus  forward)  gives  any  accurate  indication  of  the  systematic 
error  which  may  be  expected  in  a  line  of  levels.  Let  it  be  assumed  that  on  an  average  the 
afternoon  running  gives  a  greater  difference  in  elevation  than  the  forenoon  running.  Then,  if 
the  line  is  on  a  long  steep  grade,  the  accumulated  value  of  B-F  may  be  very  small  if  each  section 
has  the  two  runnings  in  the  forenoon  or  both  in  the  afternoon,  while  the  accumulated  value 
of  B-F  will  probably  be  large  if  all  of  one  running  is  made  in  the  forenoon  and  all  of  the  other 
running  is  made  in  the  afternoon.  In  each  case  the  actual  accumulated  systematic  error  would 
be  the  same. 


PRECISE  LEVELING,  BBIGHAM   TO   SAN   FRANCISCO. 
STANDARD  ELEVATIONS. 


45 


The  following  list  gives  the  standard  elevation,  in  meters  and  feet  above  mean  sea  level, 
of  each  bench  mark  on  the  precise  level  line  Brigham,  Utah,  to  San  Francisco,  Cal. 

Elevations  of  permanent  bench  marks. 


Place. 


Brigham,  Utah 

Do 

Do 

Honey  ville,  Utah 

Dewey,  Utah 

Near  Corinne,  Utah... 

Corinne,  Utah 

Near  Corinne,  Utah 

Near  Balfour,  Utah 

Balfour,  Utah 

Near  Hansen,  Utah. . . 

Hansen,  Utah 

Near  Hansen,  Utah . . . 

Blue  Creek,  Utah 

Near  Blue  Creek,  Utah 

Kolmar,  Utah 

Surbon,  Utah 

Promontory,  Utah 

Near  Promontory,  Utah 

Do 

Rozel,  Utah 

Near  Rozel,  Utah. . . 

Near  Lake,  Utah 

Lake,  Utah 

Near  Lake,  Utah 

Monument,  Utah.... 
Near  Monument,  Utah. 

Do 

Near  Kel  ton,  Utah.... 

Kelton  Utah 

Near  Kelton,  Utah 

Near  Peplin,  Utah 

Ombey ,  Utah 

Near  Romola,  Utah . . . 

Do 

Near  Terrace,  Utah 

Terrace,  Utah 

Near  Terrace,  Utah.... 

Bovine,  Utah 

Near  Bovine,  Utah 

Near  Umbria  Junction, 
Utah. 

Lucin,  Utah 

Near  Umbria  Junction, 
Utah. 

Do 

Do 

Gartney,  Utah 

Near  Tecoma,  Nev 

Tecoma,  Nev 

Near  Tecoma,  Nev 

Do 

Akbar,  Nev 

Near  Montello,  Nev. . . 
Montello,  Nev 

Do 

Banvard,  Nev 

Noble,  Nev 

UUin.Nev 

Wright.Nev 

Lo  ray,  Nev 

Omar,  Nev 

Cobre,  Nev 

Do 

Near  Cobre,  Nev 

Valley  Pass,  Nev 

Near  Valley  Pass,  Nev. . 

Icarus,  Nev 

Near  Icarus,  Nev.... 

Pequop,  Nev 

Fenelon,  Nev 

Near  Holborn,  Nev. 

Holborn,Nev 

Anthony,  Nev 

Moor,  Nev 

Cedar.Nev 

Kaw,Nev 

Near  Wells,  Nev. . . . 
Wells,  Nev 

Do 

Near  Wells,  Nev 

Do 

Alazon,  Nev 

Near  Tulasco,  Nev. . 

NearNardi,  Nev 

Near  Deeth ,  Nev 


Designation  of  bench 
mark. 


R... 

J,... 
K... 
L,... 
T... 
M„.. 
N,.. 
0,... 
P„... 
Q»... 
R... 
S,... 
T„... 
U... 
V,... 

w... 

X,.. 
Y,.. 

z,... 

Aio. . 
B10.. 
Cio.. 
Die. 
Eio.. 
Fl0.. 
Gio.. 
Hio., 
Iio... 
Jio... 
Kio.. 
Lio.. 
M,... 
Nio.. 
Oi... 
Pi... 

Qi... 
Rio.. 

Sio. . 
T,... 
U,... 
V10.. 


10- 


Y,.., 
Zio- . 
Au.. 

Ij... 
Jj... 

K,.. 
L,.. 
M... 
N,.. 

O,.. 
P... 

Qa„ 
R... 
S3... 
T,.., 
U... 
V,.. 

w,.. 

X... 
Y... 
Z,.. 

A,.. 
B... 
Ct... 
D,.. 
E,_. 
F... 
Qt.. 
H... 
I,... 
J(... 
K,.. 
L... 
M... 
N... 
O... 
P,„ 
Q«~ 
R... 
S,... 
T,.., 


Standard  elevation. 


Meters. 


1309. 150 
1313.399 
1352.930 
1301. 032 
1317. 551 
1287.547 
1289.016 
1290. 421 
1293. 550 
1294. 273 

1289. 823 
1290. 815 
1295. 596 
1301.  447 
1323. 993 
1333.590 
1391. 661 
1494. 255 

1484. 824 
1441.217 
1400.062 
1398.971 
1325.579 
1284. 236 
1287. 202 
1288.232 
1292.  478 
1287. 070 
l_'sr,.oso 
1286.  750 
1326.236 
1384. 143 
1436.620 
1404. 126 
1400.376 
1429.349 
1387. 724 
1357.271 
1325.608 
1339. 962 
1350. 182 

1362.878 
1370. 114 

1378.304 
1387.348 
1405.550 
1457. 827 
1467.322 
1466.885 

1469. 172 
1471.488 
1477. 112 
1485. 769 
1485. 765 
1516. 712 
1559. 786 
1604.021 
1649. 229 
1705.966 
1781.219 
1805.230 
1809.808 
1831.050 
1850.  212 
1851. 795 
1859. 244 
1875. 226 

1873. 173 
1876. 107 
1866. 993 
1XCII.M7 
1866.  4X5 
1877.  788 
1819. 671 
1777. 134 

1740. 174 
1715.  462 
1715.397 
1711.902 
1709.  278 
1705.  310 
1677. 398 
1644.  437 
1631.314 


Feet. 


4295. 103 
4309.043 
4438.738 
4268. 469 
4322. 605 
4224. 227 
4229. 047 
4233.656 
4243.922 
4246.294 
4231.694 
4234. 949 
4250.635 
4269. 831 
4343. 800 
4375. 286 
4565. 808 
4902.  402 
4871. 460 
4728. 393 
4593.370 
4589. 791 
4349.004 
4213.364 
4223.095 
4226. 474 
4240. 405 
4222. 662 
4219.414 
4221.612 
4351. 159 
4541. 142 
4713.311 
4606.703 
4594. 400 
4689. 456 
4552. 891 
4452. 980 
4349.394 
4396. 192 
4429.722 

4471.376 
4495. 116 

4521.986 
4551.658 
46U.375 
4782. 887 
4814.039 
4812. 605 
4820. 108 
4827. 707 
4846. 158 
4874. 560 
4874.547 
4976. 079 
5117.398 
6262. 526 
5410. 845 
5596.990 
5843. 883 
5922.659 
5937. 678 
6007. 370 
6070. 237 
6075.  431 
6099.870 
6152.304 
6145. 568 
6155. 194 
6125. 293 
6105. 030 
6123. 626 
6160. 709 
5970.  037 
5830.  480 
5709. 221 
5628. 145 
5627.  932 
5616.  465 
5607.856 
5594.  838 
5503.263 
5395. 124 
5352. 069 


Place. 


Deeth,  Nev 

Natchez,  Nev 

Halleck,  Nev 

Elburz,  Nev 

Near  Elburz,  Nev 

Ryndon,  Nev 

Near  Ryndon,  Nev 

Osino,  Nev 

Coin,  Nev 

Near  Elko,  Nev 

Do 

Elkq.Nev 

Do 

Near  Elko,  Nev 

Near  Avenel,  Nev 

Avenel,  Nev 

Near  Avenel,  Nev 

Near  Moleen,  Nev 

Moleen,  Nev 

Near  Moleen,  Nev 

Near  Tonka,  Nev 

Tonka,  Nev 

Near  Tonka,  Nev 

Near  Vivian,  Nev 

Vivian,  Nev 

Carlin,  Nev 

Near  Carlin,  Nev 

Tyrol,Nev 

Palisade,  Nev 

Gerald,  Nev 

Harney,  Nev 

Cluro,  Nev 

Beowawe,  Nev 

Do... 

Do 

Ladoga,  Nev 

Farrel,  Nev 

Mosel,  Nev 

Argenta,  Nev 

Rosny,  Nev 

Battle  Mountain,  Nev. 
Near  Battle  Mountain, 
Nev. 

Piute,  Nev 

Mote,  Nev 

Valmy,  Nev 

Near  Valmy  Nev 

Stonehouse,  Nev 

Herrin,  Nev 

Iron  Point,  Nev 

Comus,  Nev 

Near  Preble,  Nev 

Near  Golconda,  Nev 

Golconda,  Nev 

Eglon,  Nev 

Tule,Nev 

Winneraucca,  Nev 

Benin,  Nev 

Rose  Creek,  Nev 

Lamar,  Nev 

Cosgrave,  Nev 

Dodon.Nev 

MillCity.Nev 

Imlay ,  Nev 

Humboldt,  Nev 

Valery,  Nev 

Near  Valery,  Nev 

Near  Rye  Patch,  Nev . 

Rye  Patch,  Nev 

Near  Rye  Patch,  Nev. 

Near  Zola,  Nev 

Zola,Nev 

Oreana,  Nev 

Woolsey,  Nev 

Kodak,  Nev 

Near  Lovelocks,  Nev.. 

Do 

Lovelocks,  Nev 

Perth,  Nev 

Granite  Point,  Nev 

Toulon,  Nev 

Toy, Nev 

Miriam,  Nev 

Near  Huxley,  Nev. . . . 

Parran,  Nev 

Near  Desert,  Nev 


Designation  of  bench 
mark. 


U, 

V, 

Vm 

X, 

Y, 

Z 

At 

B. 

Cs 

D. 

E. 

F.(U.S.G.S.) 

G. 

H. 

I. 

J. 

K, 

L, 

M. 

N. 

O. 

P. 

Q. 

R. 

S. 

T. 

U. 

V. 

W, 

X, 

Y. 

Z. 

A, 

B 

C, 

o, 

H, 

I. 

J. 

K, 

u 

Mb 

N, 

O. 

P. 

Q. 

R. 

8, 

T, 

U. 

v„ 

W,(S.  P.).... 

x« 

Y, 

z8 

A, 

B, 

C, 

D, 

E, 

F7 

G, 

H, 

It 

h 

K,(S.  P.) 

L7(S.  P.) 

M*7 

N,(S.  P.) 

0,(S.  P.) 

Pi 

Qi 

R: 

S, 

T, 

U, 

V, 

w7 

X, 

Y, 

Z, 

A. 

Bs 

C, 

D,(S.  P.) 


Standard  elevation. 


Meters. 


1626. 022 
1614. 139 
1594.771 
1586.379 
1580.  299 
1572. 304 
1570.662 
1564. 760 
1551. 898 
1546. 867 
1548. 173 
1544. 382 
1540. 855 
1536.  418 

1533. 332 
1530.  494 
1526. 957 
1526. 558 
1516. 769 
1515. 674 
1514. 198 
1512. 654 
1510. 640 
1509. 118 
1498. 672 
1492. 558 
1487. 450 
1485. 169 
1476. 289 
1469. 163 
1455. 204 
1441.991 
1432. 562 
1432. 212 
1430. 688 
1420.740 
1410.945 
1397. 537 
1388. 867 
13S0. 447 
1374. 690 
1372.793 

1373.358 
1373. 594 
1373. 821 
1366. 276 
1348. 853 
1343. 121 
1336. 901 
1333.025 
1333. 524 
1327.004 
1336. 950 
1318. 108 
1313. 059 
1316.225 
1310.059 
1318. 017 
1308. 160 
1310.  824 
1296.202 
1287.  488 
1278.  626 
1290. 045 
1304. 104 
1294. 168 
1295.933 
1295.  850 
1294. 190 
1299.730 
1289.  856 
1267.  348 
1249.  396 
1220.988 
1217. 142 
1216.  350 
1211.  967 
1203.  666 

1194. 333 
1197.746 
1197.  949 
1194.025 
1186.  403 
1184.  441 
1185. 857 


Feet. 


5334. 707 
6295. 721 
5232. 178 
5204. 645 
5184. 698 
5158. 467 
5153. 080 
5133.717 
5091.519 
5075.013 
5079.298 
5066.860 
5055.288 
5040.731 
5030. 607 
5021.296 
5009.691 
5008. 382 
4976. 266 
4972. 674 
4967. 831 
4962. 766 
4956. 158 
4951. 165 
4916. 893 
4896.834 
4880.075 
4872. 592 
4843. 458 
4820. 079 
4774.282 
4730. 932 
4699. 997 
4698.  849 
4693. 849 
4661. 211 
4629.075 
4585.086 
4556.641 
4529.016 
4510. 129 
4503.905 

4505. 759 
4506. 533 
4507. 278 
4482.524 
4425.362 
4406.556 
4386. 150 
4373.  433 
4375.070 
4353.679 
4386.310 
4324. 493 
4307.928 
4318.315 
429S.  085 
4324. 194 
4291.  855 
4300. 595 
4252. 623 
4224.033 
4194.  959 
4232.  423 
4278.  548 
4245. 949 
4251.  740 
4251.  468 
4246.  022 
4264. 198 
4231.803 
4157.  957 
4099.060 
4005.858 
3993.  240 
3990.  642 
3976.  262 
3949.  027 
3918.  408 

3929.  605 

3930.  271 
3917. 397 
3892.  391 
3885.953 
3890.599 


46 


V.   S.   COAST   AND  GEODETIC   SUBVEY   SPECIAL  PUBLICATION    NO.   22. 
Elevations  of  permanent  bench  marks — Continued. 


Place. 


Near  Desert,  Nev 

Upsal,  Nev 

Do 

Near  Falais,  Nev 

Massle,  Nev 

Do 

Hazen,  Nev 

Do 

Patna,  Nev 

Near  Patna,  Nev 

Argo,  Nev 

Do 

Luva,  Nev 

Fernley,  Nev 

Do 

Gilpin,  Nev 

Derby,  Nev 

Near  Derby,  Nev 

Do 

Thisbe,  Nev 

Do 

Clark.Nev 

Near  Ditho,  Nev 

Hafed,  Nev 

Near  Vista,  Nev 

Do 

Do 

Vista,  Nev 

Sparks,  Nev 

Reno, Nev 

Do 

Lawton,  Nev , 

Near  Verdi,  Nev 

Verdi,  Nev , 

Murine >1  Nev 

Do 

Near  Marcnol,  Nev 

Calvada,  Cal 

Mystic,  Cal 

Iceland,  Cal 

Near  Prosser  Creek,  Cal 

Truckee,CaI 

Tunnel,  Cal 

Near  Eder,  Cal 

Summit,  Cal 

Near  Spruce,  Cal 

Cisco,  Cal 

Emigrant  Oap.Cal 

Blue  Canyon,  Cal 

Orel.  Cal 

Towle,Cal , 

Gold  Run,  Cal 

Near  Wirt,  Cal 

Colfax,  Cal 

Lander,  Cal 

Near  Clippergap,  Cal. . . 

Do 

East  Auburn,  Cal ... 
Near  New  Castle,  Cal 
Near  Rocklin, Cal... 
Near  Roseville,  Cal. . 

Roseville,  Cal 

Near  Antelope,  Cal. . 

Antelope,  Cal 

Near  Benali,  Cal 

Elvas.Cal 

Brighton,  Cal 

Near  Florin,  Cal 

Do 

Elk  Grove,  Cal 

McConrell,  Cal 

Need, Cal 

Gait,  Cal 

Jahant,Cal 


Designation  of  bench 
mark. 


Eg.... 

F8(S.  P.) 

Gs 

H8(S.  P.) 

Is 

J. 

K8(S.  P.) 

La 

Ma 

Ne(S.  P.) 

Oa(S.  P.) 

P« 

Q« 

R« 

Sa(U.  S.  G.  S.). 

T, 

U8(S.P.) 

V,(S.  P.) 

W8(S.  P.) 

X8(S.P.) 

Y8(S.P.) 

Z.(8.  P.) 

A,(S.  P.) 

B, 

C(8.  P.) 

D,(S.  P.) 

E,(S.  P.) 

F, 

G, 

H, 

U  (U.  S.  G.  S.). 

J« 

K, 

L,(S.  P.) 

F8 

E 

D, 

Yio 

Xio 

W,0 

V,o 

UI0 

T10 

Sio... 

Rio 

Qio 

Pio 

On 

N» 

Mio 

Lio 

Kio. 

Jio 

I» 

H,o 

Gio 

Fio 

Eio 

Di» 

Cio 

Bio- 

Aio 

Z,  (U.S.  G.S.) . 

Yj 

X, 

W„ 

V, 

U,(U.  8.  G.  S.) 
T,  (V.  8.  G.S.) 
S»(U.  S.  G.  S.). 
R»  (U.  S.  G.  S.) 

Q. 

P»(U.  8.  G.  8.) 
0»  (U.  S.  G.  S.) 


Standard  elevation. 


Meters. 


1189.696 
1189. 186 
1190.  412 
1199.  499 
1211. 720 
1216.  708 
1220.908 
1220.222 
1237.988 
1242.  878 
1241.  610 
1241.  706 
1258.  071 
1265. 124 
1265.834 
1268.580 

1268.  354 
1267.  957 

1269.  869 
1286.231 
1287.  423 
1294.  236 
1309.  489 
1334.  058 
1338. 144 
1338.292 
1339.  658 
1339.  532 
1347.  906 
1370.  224 
1389. 031 
1415. 966 
1459.919 
1478. 104 
1511. 948 
1512,388 
1514.  731 
1533.  870 
1573.  053 
1648.  909 
1709.  909 
1773.  860 
1928.122 
2005.  54S 
2122.  855 
1984.  753 
1805.200 
1588.  645 
1429.947 
1346.  788 
1135.  040 

967.  038 

732.022 

736.123 

699.753 

669.220 

535. 154 

414.232 

297.  432 

76.756 

82.652 

48.814 

44.638 

47.  759 

15.928 

12.179 

15.222 

11.063 

11.365 

15. 194 

14.313 

13.  307 

14.061 

14.888 


Feet. 


3902.  866 
3901.  521 
3905.  543 
3935.  356 
3975.  451 
3991.  816 
4005.  596 
4003. 345 
4061.  632 
4077.676 
4073.515 
4073.  830 
4127.  521 
4150.  661 
4152.990 
4162.000 
4161.  258 
4159.  956 
4166.229 
4219.  909 
4223.820 
4246. 173 
4296.  215 
4376.  822 
4390.  227 
4390.  713 
4395. 195 
4394.  781 
4422.  255 
4495.  477 
4557. 179 
4645. 549 
4789.  751 
4849.  413 

4960.  449 

4961.  893 
4969.  580 
6032. 372 
6160. 925 
6409.  796 
5609.  926 
6819.  739 
6325.  847 
6579.  869 
6964.  733 
6511.644 
6922. 560 
6212. 079 
4691.  418 
4418.587 
3723. 877 
3172.  684 
2401. 642 
2415. 097 
2295.773 
1867.  516 
1755.  751 
1359.  026 

975.825 

251.824 

172.742 

160. 151 

146.  450 

156.689 

52.257 

39.  957 

49.941 

36.296 

37.287 

49.  849 

46. 959 

43.658 

46. 132 

48. 845 


Place. 


Near  Acampo,  Cal 

Do 

Lodi.Cal 

Near  Lodi,  Cal 

Pearson,  Cal 

Near  Hammer,  Cal 

Do 

Near  El  Pinal,  Cal 

Near  Stockton,  Cal 

Stockton, Cal 

Do 

Near  Stockton,  Cal 

Near  French  Camp,  Cal. 

Do 

Do 

Near  Lathrop,  Cal 

Lathrop,  Cal 

Do 

Near  Lathrop,  Cal 

Near  I!an  ta,  Cal 

Ban  ta,  Cal 

Tracy, Cal 

Do'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'. 

Near  Tracy,  Cal 

Midway,  Cal 

Near  Midway,  Cal 

Near  Cayley,  Cal 

Near  Altamont,  Cal 

Do . 

Altamont,  Cal 

Near  Altamont,  Cal ... . 
Near  Livermore,  Cal . . . 

Do 

Livermore,  Cal 

Near  Livermore,  Cal . . . 

Radum,  Cal 

Pleasanton,  Cal 

Verona,  Cal 

Ilrightside,  Cal 

Farwell,Cal 

Near  Niles,  Cal 

Niles.Cal 

Do 

Irvington,  Cal 

Near  Warmsprings,  Cal. 

Warmsprings,  Cal 

Near  Warmsprings,  Cal. 

Near  Miipitas,  Cal 

Near  Wayne,  Cal 

San  Jose,  Cal 

Do 

Santa  Clara,  Cal 

Lawrence,  Cal 

Sunnyvale,  Cal 

Mountain  View,  Cal 

MavfleId,Cal 

PaloAlto.Cal 

Near  Palo  Alto,  Cal 

Menlo  Park,  Cal 

Redwood  City.  Cal 

San  Carlos,  Cal 

Belmont,  Cal 

Beresford,  Cal 

San  Mateo,  Cal 

Do 

Burlingame,  Cal 

Millbrae,Cal 

San  Bruno,  Cal 

Holy  Cross,  Cal 

San  Francisco,  Cal 

Do 

Do 

Do 


Designation  of  bench 
mark. 


N, 

M,  (U.S.  G.S.).. 
L».. 


KjfU.S.  G.  S.). 
Js(U.  8.  G.  8.)... 


h. 

H,  (U.S.  G.S.).. 

Gs t 

F9(U.  S.  G.  S.).. 
E, 


D, 

C, 

B,  (U.  S.  G.  S.). 
A« 

Z». 


Y, 

X, 

W8(U.  S.  G.  S.). 
V8 


T8(U.  S.  G.  S.).. 
S8(U.  S.  G.  8.).. 

Ra 

Q. 

P8(U.  8.  G.  S.).. 
Oa(U.  S.  G.  S.).. 

Na 

M8 

L8 

Ka 

Ja(U.  S.  G.  S.)... 

Is 

Ha 

Ca 

F8(U.  S.  G.  8.).. 
Ea 


D„ 

Cs 

B8 

A8 

Z7(U.  8.  G.  8.). 

Y; 

X, 

w, 

V, 

u, 

T, 

8t 

R» 

Qt 

P7  (U.  8.  G.  8.). 

O, 

N: 

M, 

L, 

K, 

J. 

Ir 

H, 


F,. 
Kr. 
I);. 
(',.. 
B>. 

A; 


Zs 

Yc 

X„ 

W. 

Citv  418. 
City  386. 
City  640. 
City  635. 


Standard  elevation. 


Meters. 


15.468 

16.  219 

15.  838 

13.  972 

11.582 

10. 184 

8.738 

8.558 

6.269 

7.081 

5.994 

5.312 

4.278 

5.402 

6.952 

5.900 

6.870 

6.194 

8.295 

6.246 

6.851 

16.606 

18.342 

18.028 

31.383 

107. 125 

128.917 

150. 397 

180.025 

219.  224 

225.513 

218.270 

195.  282 

163.717 

148.655 

140.422 

112.049 

102. 518 

92.234 

68.746 

51.053 

37. 912 

26.426 

25.686 

21.345 

9.796 

12.821 

4.797 

5.223 

20.630 

29.900 

27.  470 

22.997 

20.419 

29.800 

23.652 

10.009 

18.922 

22.410 

21.529 

3.875 

7.846 

10. 610 

6.987 

8.3(9 

7.875 

9.308 

5.618 

8.142 

26.885 

94.  789 

58.661 

59. 391 

4&  559 


Feet. 


50.  748 

53.212 

51.962 

45.  840 

37.999 

33.412 

28.668 

28.077 

20.568 

23.232 

19.665 

17.428 

14.035 

17.723 

22.808 

19. 357 

22.539 

20. 321 

27.215 

20.492 

22.477 

54. 150 

60.177 

59.147 

102.962 

351.  459 

422. 955 

493.  427 

590.  632 

719.  237 

739.  871 

716. 107 

Ma  888 

537.128 

487.  712 

460.  701 

367.614 

336. 344 

302.  604 

225.  544 

167.  496 

124.  383 

86.699 

84.  271 

70.029 

32. 139 

42.064 

15.738 

17. 136 

67.684 

98.097 

90.124 

75.  449 

66.991 

97.  769 

77.  598 

32.  BS8 

62.080 

73.523 

70.633 

12.713 

25.741 

34.  810 

22.923 

27. 392 

25. 837 

3a  538 

18.432 

26.713 

88.205 

310. 987 

192.  457 

194.  852 

159.314 


PEECISE  LEVELING,  BEIGHAM   TO   SAN   FBANCISCO. 

Elevations  of  top  of  rail  in  front  of  railroad  stations. 


Place. 


Brigham.Utah.... 

Corinne,  Utah 

Promontory,  Utah. 

Kelton,Utah 

Peplin.Utah 

Ombey.Utah 

Romola,  Utah 

Lucin,Utah 

Tecoma.Nev 

Ullin,  Nev 

Wright,  Nev 

Loray,  Nev 

Omar, Nev 

Cobre,Nev 

Valley  Pass,  Nev.. 

Icarus,  Nev 

Pequop,  Nev 

Moor,  Nev 

Cedar,Nev 

Kaw.Nev 

Wells,  Nev 

Alazon,Nev 

Tulasco.Nev 

8tarr,  Nev 

Nardi.Nev 

Deeth,  Nev.. 

Natchez,  Nev 

Rasld.Nev 

Halleck.Nev 

Elburs,  Nev 

Ryndon,  Nev 

Osino,Nev 

,ke 


Standard  elevation. 


Meters. 


Feet. 


1312. 83 

1289. 51 

1491.61 

1287.  £0 

1349.91 

1437. 28 

1410. 32 

1363.26 

1465.25 

1601.98 

1647.75 

1712.54 

1779.95 

1304. 05 

1850. 39 

1861.01 

1872.41 

1878. 50 

1819.49 

1777.38 

1715.26 

1703.91 

1680.11 

1675.92 

1648. 91 

1627.46 

1613. 59 

1603. 16 

1593.04 

1585.55 

1571.64 

1563.91 

1553.27 

1541.86 

1530.54 

1518.85 

1511.19 

1498.88 

1493. 98 

1486.11 

1476.35 


Place. 


Coin. 

Elko,  Nev.. 

Avenel,Nev 

Moleen.Nev 

Tonka,  Nev. 

Vivian,  Nev 

Carlin.Nev. 

Tvrol,Nev. 

Palisade,  Nev 1 468°  55 

Gerald,  Nov J«|;^ 

1441.86 
1430.53 
1109.94 
1397.05 
1386.59 
1374. 65 
1373.77 
1355.65 
1343.43 
1333. 05 
1334.31 
1337.42 


Harney,  Nev 

Cluro.Nev 

Beowawe,  Nev 

Farrel,Nev 

Mosel,Nev 

Argenta.Nev  ......... 

Battle  Mountain,  Nev 

Valmv.Nev 

Stonohouse,  Nev 

Horrin,Nev 

Iron  Point,  Nev 

Comus.Nev 

Golconda,  Nev \  Z.!f  46 

Tale,  Nev...... 132o'.27 

Winnemucca,  Nev Ji,.  2g 

Costive,  Nov iW  98 

Hill  City,  Nev , \vsm 

Imlay,  Nov ■  —     .™n  go 

Humboldt,  Nev i  ™«'  23 

Rye  Patch,  Nev [^  g4 

Oreana,  Nev JX.o'  o, 

Woolsey,  Nev \"*r  ~ 

Granite  Point,  Nev |    »™;J| 


Toulon,  Nev. 

Toy.Nev 

Ocala,  Nev 

Huxley,  Nev 

Parrari.Nev 

Desert,  Nev 

Upsal,  Nev 

Falais.Nev 

Massle,  Nev 

Hazen,  Nev 

Argo.Nev 

Fernley,  Nev 

Derby,  Nev 

Thisbe,Nev 

Clark, Nev 

Dltho,  Nev 

Hafed,Nev 

Vista,  Nev 

Sparks,  Nev 

Reno, Nev 

Mosul,  Nev 

Cafvada,Cal 

Floriston,  Cal 

Wickes,CaL 

Boca,  Cal 

Winsted.Cal 

Truckee,  Cal 

Tunnel,  Cal 

Eder.Cal 

Lake  View,  Cal.... 

Summit,  Cal 

Soda  Springs,  Cal.. 

Spruce,  Cal 


1197.59 
1186.93 
1190.32 
1184.25 
1186.98 
1100. 89 
1204. 92 
1212. 17 
1222.16 
1243.23 
1266.09 
1268. 39 
1275.  75 

1296. 46 
1311.74 
1333. 73 
1339. 58 
1347. 80 
1369. 70 
1443.64 

1536. 47 
1620.65 
1632.37 
1685.73 
1743.90 
1772.76 
1950.36 
2011.74 
2068.15 
2121.73 
2058. 93 
1991.76 


4307.  37 

4230.67 

4903. 57 

4224.07 

4423. 83 

4715.48 

4627. 02 

4472.63 

4807.24 

5255. 83 

5405.99 

5618. 56 

5839.72 

5913. 79 

6070. 82 

6105. 66 

6143.07 

6163. 05 

5969.44 

5831.29 

6627. 48 

5590.24 

5512.16 

5498.41 

5409.80 

5339. 42 

5293.92 

5259. 70 

5226. 50 

6201.93 

5156. 29 

5130. 93 

5096.02 

5058.59 

5021.45 

4983. 09 

4957.96 

4917.58 

4901.  E0 

4875. 68 

4843. 66 

4818.07 

4775.02 

4730.50 

4693. 33 

4625. 78 

4583.49 

4.549.17 

4510. 00 

4507.11 

4447. 66 

4407. 57 

4389. 92 

4377.65 

4387. 85 

4322. 37 

4331.  C9 

4298.  84 

4225. 65 

4193.00 

4234.31 

4252. 71 

4156.29 

4096.55 

3921.19 

3930.27 

3929. 09 

3894. 12 

3905.24 

3885.33 

3894.28 

3907.11 

3953. 14 

3976. 93 

4009. 70 

4078.83 

4153.83 

4161.38 

4185.52 

4253. 47 

4303.60 

4375. 75 
4394.94 
4421.91 

4493. 76 
4736. 34 
5040.90 
5317. 08 
5355. 53 
5530. 60 
5721.45 
5816. 13 
6398. 81 
6600.18 
6785.26 
6961.04 
6748.44 
6534.63 


47 


Standard  elevation. 


Meters. 


Feet. 


Troy,  Cal 

Tamarack,  Cal 

Cisco,  Cal 

Crystal  Lake,  Cal 

Yuba  Pass,  Cal 

Smart,  Cal 

Emigrant  Gap,  Cal 

Fulda,  Cal 

Blue  Canyon,  Cal 

Orel,  Cal 

Midas,  Cal 

Gorge,  Cal 

Towle,  Cal 

Alta,  Cal 

Dutch  Flat,  Cal 

Gold  Run.  Cal 

Magra,  Cat 

Capom.  Cal 

Wirt,  Cal 

Colfax,  Cal 

Lander,  Cal 

New  England  Mills,  Cal 

Applegate,  Cal 

Clippergap,  Cal 

Bowman,  Cal 

Nestor,  Cal 

Auburn,  Cal 

Flint,  Cal 

Zcta,  Cal 

Newcastle,  Cal 

Penryn,  Cal 

Loomis,  Cal 

Ftocklin,  Cal 

Roseville,  Cal 

Antelope,  Cal 

Walerga,  CaL 

Benali,Cal 

Brighton,  Cal 

Polk.Cnl 

Davis,  Cal 

Florin,  Cal 

Graham,  CaL 

Sibeck,  Cal 

Elk  Grove,  Cal 

McConnell,  Cal 

Arno,  Cal 

Need,  Cal 

Gait,  Cal 

Forest  Lake,  CaL 

Acampo,  Cal 

Lodi.Cal 

Mettler,  Cal 

Armstrong,  Cal 

Pearson,  Cal 

Racimo,  Cal 

Castle,  Cal 

Jam,  Cal 

El  Pinal,  Cal 

Stockton.  Cal 

Hislop,  Cal. 

French  Camp,  Cal 

Lathrop,  Cal. 

Banta,  Cal 

Tracy,  Cal 

Ellis,  Cal ;;       108;61 

Midway,  Cal.  ■  225  os 

Altamont.Cal |      lfw  74 

147. 39 

113.93 

112.84 

109.90 

106.99 

92.18 

79.55 

63.65 

58.98 

49.81 

40.62 

25.81 

10.02 

13.30 

6.04 

27.77 

23.01 

29.89 

24.32 

17.96 

19.11 

20.56 

16.07 

7.56 

7.18 

7.66 

8.89 

8.49 

7.89 


1940.73 
1838.51 
1806.99 
1754.89 
1711.02 
1630.99 
1588.29 
1531.61 
1428. 88 
1343. 78 
1262. 63 
1190.00 
1125.20 
1097.87 
1033. 32 
982  47 
883.62 
809.61 
744. 30 
735.22 
695. 70 
694.23 
614.13 
535.52 
492.89 
426. 78 
413.45 
397.09 
356.84 
291. 14 
189.68 
120.36 
74.75 
48.51 
49.04 
32.59 
15.40 
15.29 
13.07 
12.66 
12.36 
12.32 
12.91 
15.26 
14.33 
11.77 
12.82 
14.41 
15.12 
17.21 
15.71 
13.93 
12.87 
12.22 
11.62 
10.40 
8.98 
7.52 
5.93 
6.81 
6.26 
6.76 
8.29 
17.81 
22.12 


XTlraar,  Cal... 

I.ivermore,  CaL 

Eliot,  Cal 

Remillard,  Cal 

Radum,  Cal... 

Ploasanton,  Cal 

Verona,  Cal 

Sunol.Cal 

Brlghtside.Cal 

Mayborg,  Cal 

Farwell.Cal 

Alston.Cal 

Niles,  Cal 

Irvington,  Cal....... 

Warmsprings.Cal... 

Milpitas,  Cal 

San  Jose,  Cal.... 

Santa  Clara,  Cal 

Sunnyvale,  Cal...-. . 

Mountain  View,  Cal. 

Castro,  Cal 

Palo  Alto,  Cal.. 

Menlo  Park,  Cal 

Fair  Oaks,  Cal 

San  Carlos,  CaL 

Beresford,  Cal. 

San  Mateo,  CaL. 

Burlingame,  Cal 

Milbrae,  Cal 

San  Bruno,  Col 


6367.21 

6195.89 

5928.43 

6757.50 

5613.57 

5351.01 

5210.91 

5024.96 

4687.92 

4408.72 

4142.48 

3904.19 

3691.59 

3601.93 

3390.15 

3223.32 

2899.01 

2656.20 

2441.92 

2412.13 

2282.48 

2277.65 

2014.86 

1756.95 

1617.09 

1400.19 
1356. 46 
1302. 79 
1170.73 
955. 18 
622.31 
394.88 
245.24 
159. 15 
160. 89 
106.92 
60.52 
50.16 
12.88 
41.64 
40.55 
40.42 
42.36 
50.07 
47.01 
38.62 
42.06 
47.28 
49.61 
56.46 
51.54 
45.70 
42.22 
40.09 
38.12 
34.12 
29.46 
24.67 
19.46 
22.34 
20.54 
22.18 
27.20 
68.43 
72.57 
356.33 
738. 45 
556.89 
483. 56 
373.79 
370.21 
360. 56 
351.02 
302.43 
260.99 
208.83 
193.50 
163. 42 
133.27 
84.68 


32.87 
43.64 
19.82 
91.11 
75.49 
98.06 
79.79 
58.92 
62.70 
67.45 
52.72 
24.80 
23.58 
25.13 
29.17 
11.45 
26.79 


48  U.   S.   COAST  AND  GEODETIC  SURVEY  SPECIAL  PUBLICATION   NO.   22. 

DESCRIPTIONS  OF  BENCH  MARKS.1 
GENERAL   NOTES   DESCRIBING   DIFFERENT   FORMS   AND   MARKINGS   OF   BENCH   MARKS. 

Note  1. — This  type  of  bench  mark  is  the  red  metal  disk  designed  by  the  Coast  and  Geodetic  Survey,  lettered 
"U.  S.  Coast  and  Geodetic  Survey,  B.  M.  $250  fine  or  imprisonment  for  disturbing  this  mark."  The  disk  is  3  inches 
in  diameter,  with  a  3-inch  tenon  upon  the  back  for  setting  it,  and  is  set  in  cement  flush  with  a  horizontal  or  vertical 
surface.     In  the  latter  case  a  horizontal  mark  cut  on  it,  or  the  horizontal  mark  of  a  cross,  is  the  bench  mark. 

Note  2. — This  type  of  bench  mark  has  the  same  lettering  as  that  referred  to  in  note  1,  and  is  a  3-inch  red  metal 
cap,  somewhat  curved,  screwed  upon  a  4-foot  or  4J-foot  iron  pipe  set  in  the  ground  and  usually  cemented  at  the  base, 
from  4  to  6  inches  being  exposed  above  the  ground.  The  base  of  the  pipe  is  split  and  spread  to  a  diameter  of  about  a 
foot.  For  placing  the  foot  of  the  level  rod  accurately  a  square  or  a  small  circle  was  cut  in  outline  in  the  center  of  the 
cap. 

Note  11. — The  bottom  of  hole  about  25  millimeters  square  and  about  4  to  5  millimeters  deep,  cut  in  the  top  of  a 
stone  or  cement  post  about  4  feet  long  and  with  rectangular  top  from  4  to  8  inches  on  a  side,  projecting  about  6  inches 
from  the  ground.  The  top  of  the  post  is  lettered  " U.  S.  B.  M."  Limestone  posts  are  used  between  Holland  and  New 
Braunfels,  Tex.,  and  black  lava  posts  between  Pocatello  and  Owyhee,  Idaho. 

Note  11a.— A  red  metal  disk,  like  that  described  in  note  1,  set  in  the  top  of  a  stone  or  cement  post  about  4  feet 
long  and  with  a  rectangular  top  from  4  to  8  inches  on  a  side,  projecting  about  6  inches  from  the  ground. 

Note  17.— A  3-inch  aluminum  or  bronze  disk  '  lettered  "U.  S.  Geological  Survey  B.  M.  $250  fine  or  imprison- 
ment for  disturbing  this  mark.  Elevation  above  sea  —  feet.  Datum — ."  Each  disk  is  stamped  with  the  approximate 
elevation  in  feet  and  a  letter  or  letters  to  indicate  the  datum  plane.  This  elevation  and  the  datum  letter  or  letters 
usually  form  the  name  by  which  the  bench  mark  is  designated  in  this  publication. 

Note  18. — This  type  of  bench  mark  has  the  same  lettering  as  that  referred  to  in  note  17,  and  is  a  8-inch  aluminum 
or  bronze  cap  riveted  upon  a  3-inch  iron  pipe,  set  in  the  ground,  5  to  6  inches  being  exposed  above  the  ground.  A 
cross  cut  in  the  center  of  the  top  is  the  bench  mark. 

DESCRIPTIONS  OF  PERMANENT  BENCH  MARKS  BETWEEN  BRIGHAM,  UTAH,  AND  BEOWAWE,  NEV.,  191 1. 

R. — At  Brigham,  Boxelder  County,  Utah,  15  meters  south  of  the  second  road  crossing  north  of  the  station,  in  a  field 
west  of  the  tracks,  inside  and  0.6  meter  from  the  fence,  about  halfway  between  mile  poles  21  and  22  and  about  1.5 
meters  above  the  level  of  the  tracks.    Note  11.* 

J,.— At  Brigham,  Boxelder  County,  Utah,  about  100  meters  south  of  the  Oregon  Short  Line  Railroad  station,  in  the 
top  surface  of  the  northwest  stone  pillar  of  the  railroad  water  tank.    Note  1.* 

Kj.— At  Brigham,  Boxelder  County,  Utah,  in  the  eastern  vertical  face  of  the  south  side  of  the  stone  steps  leading 
to  the  west  entrance  of  the  Boxelder  County  Courthouse,  about  1.5  meters  above  the  ground.     Note  1.* 

L,.— At  Eoneyville,  Boxelder  County,  Utah,  in  the  west  face  of  the  concrete  foundation  of  the  Oregon  Short  Line 
Railroad  station,  directly  beneath  the  telegraph  operator's  window  and  just  behind  the  semaphore  tower,  about  0.2 
meter  above  the  platform.     Note  1.* 

T.— At  Dewey,  Boxelder  County,  Utah,  180  meters  south  of  the  depot,  on  the  right  of  way  of  the  Oregon  Short  Line 
Railroad,  15  meters  east  of  the  main  tracks.     Note  11.* 

Mj—  Near  Corinne,  Boxelder  County,  Utah,  about  4  telegraph  poles  west  of  mile  pole  3  on  the  right  of  way  of  the 
Brigham-Corinne  cut-off,  14  meters  south  of  the  tracks,  1.2  meters  north  of  the  south  line  fence,  about  1.5  meters 
below  the  track.    Note  11.* 

N9. — At  Corinne,  Boxelder  County,  Utah,  directly  south  of  the  middle  of  the  freight  station,  42.4  meters  west  of 
the  west  end  of  the  old  passenger  station,  18.7  meters  south  of  the  Southern  Pacific  Railway  main  track,  one-half  meter 
north  of  the  south  line  fence,  and  about  0.6  meter  below  the  track.     Note  11.* 

09.— Near  Corinne,  Boxelder  County,  Utah,  between  the  tenth  telegraph  pole  east  of  Southern  Pacific  mile  pole 
806  and  the  south  line  fence  1  meter  north  of  the  latter,  150  meters  east  of  the  small  bridge  that  crosses  the  irrigation 
ditch  at  the  point  where  the  right  of  way  narrows,  14.3  meters  south  of  the  tracks.     Note  2.* 

p9 —Between  Corinne  and  Balfour,  Boxelder  County,  Utah,  about  1J  telegraph  poles  east  of  mile  pole  804,  50  meters 
east  of  the  whistle  post,  at  the  road  crossing,  on  the  Southern  Pacific  right  of  way  one-half  meter  north  of  the  south  line 
fence  and  14.8  meters  south  of  the  track.     Note  2.* 

Q9.— At  Balfour,  Boxelder  County,  Utah,  about  7  telegraph  poles  west  of  mile  pole  801,  98  meters  east  of  the  west- 
ernmost of  the  two  switch  stands  at  the  west  end  of  the  siding,  on  the  right  of  way  of  the  Southern  Pacific  Railway, 
one-half  meter  north  of  the  south  line  fence,  14.8  meters  south  of  the  main  track  and  about  1  meter  above  it.     Note  2.* 

R,.— Near  Hansen,  Boxelder  County,  Utah,  about  2  telegraph  poles  east  of  mile  pole  798  on  the  right  of  way  of  the 
Southern  Pacific  Railway,  0.9  meter  south  of  the  north  line  fence,  14.3  meters  north  of  the  track,  and  about  1.2  meters 
above  it.    Note  11.* 

S,.— At  Hansen,  Boxelder  County,  Utah,  about  midway  between  the  ends  of  the  siding,  one-half  telegraph  pole  west 
of  the  pole  that  carries  the  station  sign  (795.7  miles),  in  the  line  of  the  telegraph  poles,  13  meters  south  of  the  Southern 
Pacific  main  track.     Note   11.* 


i  Any  person  who  finds  that  one  of  the  bench  marks  here  described  is  disturbed,  or  that  the  description  is  not  in  accordance  with  thefacts.ls 
requested  to  notify  the  Superintendent  of  the  United  States  Coast  and  Geodetic  Survey,  Washington,  D.  C. 
*  See  above. 


PRECISE   LEVELING,   BRIGHAM    TO   SAN   FRANCISCO.  49 

T9. — Near  Hansen,  Boxelder  County,  Utah,  about  2  telegraph  polea  west  of  mile  pole  793  on  the  right  of  way  of  the 
Southern  Pacific  Railway,  8.9  meters  north  of  the  south  line  fence,  and  5.8  meters  south  of  the  railway  track.     Note  2.* 

U9. — At  Blue  Creek,  Boxelder  County,  Utah,  situated  on  the  right  of  way  of  the  Southern  Pacific  Railway,  opposite 
the  water  tank,  14.8  meters  west  of  the  west  end  of  the  pumping  station,  10  meters  north  of  the  south  line  fence,  12.2 
meters  south  of  the  southernmost  siding,  24.5  meters  south  of  the  main  track.    Note  11.* 

V,.— Near  Blue  Creek,  and  Kolmar,  Boxelder  County,  Utah,  about  4  telegraph  poles  east  of  mile  pole  790,  on  the 
Southern  Pacific  Railway  right  of  way,  0.8  meter  north  of  the  south  line  fence,  14.4  meters  south  of  the  railway  track. 
Note  2* 

W9. — At  Kolmar,  Boxelder  County,  Utah,  about  0.2  telegraph  pole  south  of  the  pole  that  carries  the  station  Bign 
(789.1  miles),  on  the  right  of  way  of  the  Southern  Pacific  Railway,  6.7  meters  east  of  the  west  line  fence,  32.2  meters 
west  of  the  main  track  of  the  Southern  Pacific  Railway.     Note  11.* 

X9. — At  Surbon,  Boxelder  County,  Utah,  about  2  telegraph  poles  north  of  the  pole  that  carries  the  station  sign  (786.1 
miles),  6.2  meters  west  of  the  east  line  fence,  on  the  right  of  way  of  the  Southern  Pacific  Railway,  4  meters  east  of  the 
main  track.     Note  11.* 

Y9. — At  Promontory,  Boxelder  County,  Utah,  on  the  Southern  Pacific  right  of  way,  on  a  line  joining  the  west  end 
of  the  railway  station  with  the  east  edge  of  the  door  to  the  United  States  post  office,  45.1  meters  north  of  the  main  track, 
4.2  meters  south  of  the  north  line  fence,  48.7  meters  from  the  northwest  corner  of  the  station  house.     Note  11.* 

Z9. — Near  Promontory,  Boxelder  County,  Utah,  at  mile  pole  778  on  the  right  of  way  of  the  Southern  Pacific  Rail- 
way, 0.7  meter  north  of  the  south  line  fence,  15  meters  south  of  the  track,  and  about  1.2  meters  below  it.     Note  2.* 

A10. — Near  Promontory,  Boxelder  County,  Utah,  between  Promontory  and  Rozel,  on  the  right  of  way  of  the  Southern 
Pacific  Railway,  3  telegraph  poles  east  of  mile  pole  775,  8.1  meters  north  of  the  south  line  fence,  and  about  1.8  meters 
above  the  track.     Note  2.* 

B10. — At  Rozel,  Boxelder  County,  Utah,  on  the  Southern  Pacific  Railway,  right  of  way,  46  meters  east  of  the  east 
end  of  the  water  tank,  14.6  meters  Bouth  of  the  main  track,  0.8  meter  north  of  the  south  line  fence.     Note  11.* 

C,0. — Near  Rozel,  Boxelder  County,  Utah,  one-half  meter  south  of  mile  pole  770,  on  the  right  of  way  of  the  Southern 
Pacific  Railway,  15.4  meters  south  of  the  main  track.     Note  2.* 

D10. — Near  Lake,  Boxelder  County,  Utah,  1.42  meters  north  of  mile  pole  766,  on  the  right  of  way  of  the  Southern 
Pacific  Railway,  10.8  meters  south  of  the  track,  and  about  1.5  meters  below  it.     Note  2.* 

E,0. — At  Lake,  Boxelder  County,  Utah,  1.8  meters  north  of  mile  pole  763,  on  the  right  of  way  of  the  Southern  Pacific 
Railway,  15.4  meters  south  of  the  main  track,  and  about  0.6  meter  below  it.     Note  11.* 

F10. — Near  Lake,  Boxelder  County,  Utah,  1.5  meters  north  of  the  fourth  telegraph  pole  east  of  mile  pole  759,  on  the 
right  of  way  of  the  Southern  Pacific  Railway,  13.2  meters  south  of  the  track.     Note  2.* 

G10. — At  Monument,  Boxelder  County,  Utah,  at  the  west  end  of  the  siding  on  the  right  of  way  of  the  Southern  Pacific 
Railway,  0.8  meter  south  of  the  seventh  telegraph  pole  west  of  the  pole  that  carries  the  station  sign,  10.8  meters  north 
of  the  track.    Note  11.* 

H10. — Near  Monument,  Boxelder  County,  Utah,  on  the  Southern  Pacific  Railway  right  of  way,  1.1  meters  south  of 
mile  pole  752,  19.5  meters  south  of  the  track,  and  about  1.5  meters  below  it.     Note  2.* 

II0. — Near  Monument,  Boxelder  County,  Utah,  1.2  meters  north  of  mile  pole  748,  on  the  right  of  way  of  the  Southern 
Pacific  Railway,  14.3  meters  south  of  the  track,  and  about  1  meter  below  it.     Note  11.* 

J10. — Near  Kelton,  Boxelder  County,  Utah,  1  meter  north  of  the  seventh  telegraph  pole  west  of  mile  pole  744  on 
the  Southern  Pacific  Railway  right  of  way,  14.5  meters  south  of  the  track,  and  about  1  meter  above  it.     Note  2.* 

K10. — At  Kelton,  Boxelder  County,  Utah,  36  meters  east  of  the  east  end  of  the  Southern  Pacific  freight  station,  29.6 
meters  north  of  the  main  track.     Note  1.* 

L10. — Near  Kelton,  Boxelder  County,  Utah,  1  meter  east  of  a  telegraph  pole  on  the  right  of  way  of  the  Southern 
Pacific  Railway  and  directly  across  the  track  from  mile  pole  736,  22.8  meters  west  of  the  track.     Note  11.* 

M10. — Near  Peplin,  Boxelder  County,  Utah,  in  the  vertical  side  of  the  deep  cut  2  telegraph  poles  east  of  mile  pole 
733,  25  meters  west  of  the  east  end  of  the  cut,  1.5  meters  above  the  track,  and  2  meters  south  of  it.     Note  1.* 

N10. — At  Ombey,  Boxelder  County,  Utah,  1  meter  northwest  of  mile  pole  730,  14.8  meters  southeast  of  the  Southern 
Pacific  Railway  main  track,  30  meters  northeast  of  the  switch  stand  at  the  northeast  end  of  the  wye,  48.4  meters  north- 
east of  the  semaphore.     Note  2.* 

Oio- — Near  Romola,  Boxelder  County,  Utah,  about  one-half  mile  west  of  the  station  sign,  6  telegraph  poles  east  of 
mile  pole  724,  16.1  meters  south  of  the  Southern  Pacific  Railway  track,  1  meter  north  of  a  telegraph  post,  40  meters  east 
of  a  whistle  post.     Note  2.* 

P10. — Near  Romola,  Boxelder  County,  Utah,  on  the  right  of  way  of  the  Southern  Pacific  Railway,  south  of  the  track, 
about  1  meter  north  of  mile  pole  719.     Note  2.* 

Q10. — Near  Terrace,  Boxelder  County,  Utah,  1.3  meters  north  of  mile  pole  712  on  the  right  of  way  of  the  Southern 
Pacific  Railway,  13.7  meters  south  of  the  track,  and  about  1.2  meters  above  it.     Note  2.* 

R10. — At  Terrace,  Boxelder  County,  Utah,  in  the  northeast  corner  of  the  brick  structure  of  the  machine  shop,  about 
1.5  meters  above  the  ground.    Note  1.* 

810—  Near  Terrace,  Boxelder  County,  Utah,  1  meter  north  of  mile  pole  705  on  the  Southern  Pacific  Railway  right 
of  way,  14.7  meters  south  of  the  track.     Note  2.* 


*  See  p.  48. 
53167°— 14 4 


50  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

T10. — At  Bovine,  Boxelder  County,  Utah,  on  the  Southern  Pacific  Railway  right  of  way  about  1.4  telegraph  poles 
east  of  mile  pole  699  and  on  the  opposite  side  of  the  track,  36.8  meters  west  along  the  track  of  the  section  car  house, 
14.1  meters  north  of  the  main  track.     Note  2.* 

U10. — Near  Bovine,  Boxelder  County,  Utah,  on  the  right  of  way  of  the  Southern  Pacific  Railway,  1.2  meters  north 
of  mile  pole  695,  14.6  meters  south  of  the  track.     Note  2.* 

V10.— Near  Umbria  Junction,  Boxelder  County,  Utah,  0.9  meter  north  of  mile  pole  690,  14.5  meters  south  of  the 
Southern  Pacific  Railway  track.     Note  2.* 

W10. — At  Lucin,  Boxelder  County,  Utah,  in  the  top  of  the  southern  one  of  the  two  westernmost  stone  pillars  under 
the  water  tank.    Note  1.* 

X10. — About  one-half  mile  east  of  Umbria  Junction,  Boxelder  County,  Utah,  between  the  old  Terrace  line  of  the 
Southern  Pacific  Railway  and  the  Lucin  Cut-off,  1.4  meters  east  of  the  old-line  telegraph  pole  that  stands  about  75 
meters  northeast  of  the  whistle  post  at  the  crossing  on  the  main  line,  53.2  meters  north  of  the  eastbound  main  track, 
about  45  meters  north  of  the  westbound  main  track  and  20.6  meters  south  of  the  old  Terrace  line.     Note  11.* 

Y,0. — Near  Umbria  Junction,  Boxelder  County,  Utah,  0.6  meter  north  of  the  sixth  telegraph  pole  east  of  mile 
pole  679,  about  one-fourth  mile  west  of  the  junction;  at  the  west  end  of  the  cut  that  runs  west  from  the  junction  point; 
15.7  meters  north  of  the  eastbound  track  of  the  Southern  Pacific  Railway  and  about  0.6  meter  above  it.     Note  11.* 

ZI0. — Near  Umbria  Junction,  Boxelder  County,  Utah,  0.9  meter  north  of  mile  pole  677,  14.3  meters  north  of  the  east- 
bound  track  of  the  Southern  Pacific  Railway.     Note  2.* 

Au. — At  Garlney,  Boxelder  County,  Utah,  directly  opposite  the  station  sign,  59.7  meters  south  of  the  eastbound  track 
of  the  Southern  Pacific  Railway,  0.9  meter  north  of  the  south  line  fence.     Note  11.* 

I3. — Near  Tecoma,  Elko  County,  Nev.,  in  the  north  side  of  the  granite  post  which  marks  the  boundary  between  the 
States  of  Utah  and  Nevada,  19.2  meters  south  of  the  Southern  Pacific  Railway  eastbound  track.     Note  1.* 

J,. — At  Tecoma,  Elko  County,  Nev.,  about  two-fifths  of  a  mile  east  of  the  Southern  Pacific  Railway  station;  6  tele- 
graph poles  east  of  mile  pole  670,  opposite  the  east  post  of  a  rail-rack;  15.3  meters  south  of  the  eastbound  track,  0.8 
meter  north  of  a  telegraph  pole.     Note  11.* 

K3. — Near  Tecoma,  Elko  County,  Nev.,  73.2  meters  south  of  mile  pole  668,  59.8  meters  south  of  the  eastbound  main 
track  of  the  Southern  Pacific  Railway,  1.3  meters  north  of  the  south  line  fence.     Note  11.* 

L3. — Near  Tecoma,  Elko  County,  Nev.,  situated  47  meters  north  from  mile  pole  666,  56.3  meters  north  from  the 
westbound  track  of  the  Southern  Pacific  Railway,  0.9  meter  south  of  the  north  line  fence.     Note  2.* 

M3. — At  Akbar,  Elko  County,  Nev.,  about  9  telegraph  poles  east  of  mile  pole  665  with  two  semaphore  towers  in 
range,  60.2  meters  south  of  the  Southern  Pacific  Railway  main  track,  1  meter  north  of  the  south  line  fence.     Note  11.* 

N3. — About  one  mile  east  of  Montello,  Elko  County,  Nev.,  47  meters  north  of  mile  pole  664,  56.5  meters  north  of 
eastbound  line  of  the  Southern  Pacific  Railway,  100  meters  east  of  cattle  guard,  1  meter  south  of  the  north  line  fence. 
Note  2* 

03. — At  Montello,  Elko  County,  Nev.,  in  the  top  surface  of  the  western  one  of  the  two  northernmost  stone  pillars 
under  the  water  tank.    Note  1.* 

P3. — At  Montello,  Elko  County,  Nev.,  in  the  southeast  corner  of  the  grass  plat  in  front  of  the  Southern  Pacific 
Hotel,  about  1  meter  from  the  corner.     Note  11.* 

Q3. — At  Banvard,  Elko  County,  Nev.,  in  line  with  the  west  side  of  the  section  house,  60  meters  north  of  the  east- 
bound  track  of  the  Southern  Pacific  Railway,  1.3  meters  south  of  the  north  line  fence.     Note  11.* 

R3. — At  Noble,  Elko  County,  Nev.,  directly  opposite  the  station  sign  on  the  northwest  side  of  the  Southern  Pacific 
Railway  track  at  the  rear  of  the  signal  tender' s  dwelling;  about  1  meter  southeast  of  the  northwest  line  fence.     Note  11*. 

S3. — At  Ullin,  Elko  County,  Nev.,  directly  opposite  the  station  sign  in  a  fence  corner  59.2  meters  northwest  of  the 
eastbound  line  of  the  Southern  Pacific  Railway,  7  telegraph  poles  northeast  of  mile  pole  656.     Note  11.* 

T3. — At  Wright,  Elko  County,  Nev.,  43  meters  northwest  of  mile  pole  654,  57.7  meters  northwest  of  the  Southern 
Pacific  Railway  track,  1.2  meters  southeast  of  the  northwest  line  fence.     Note  11.* 

U3. — At  Loray,  Elko  County,  Nev.,  opposite  the  yellow  dwelling  house  of  the  section  foreman,  1  telegraph  pole 
west  of  section  car  house  46,  6  telegraph  poles  east  of  mile  pole  652,  60.3  meters  north  of  the  Southern  Pacific  Railway 
main  track,  0.9  meter  south  of  the  north  line  fence.     Note  11.* 

V3. — At  Omar,  Elko  County,  Nev.,  0.6  meter  north  of  the  eleventh  telegraph  pole  east  of  mile  pole  647,  5.6  meters 
north  of  the  station  sign,  15.0  meters  north  of  the  main  track  of  the  Southern  Pacific  Railway.     Note  11.* 

W3. — At  Cobre,  Elko  County,  Nev.,  0.9  meter  northeast  of  the  fourth  telegraph  pole  northwest  of  the  railway  station, 
14.2  meters  northeast  of  the  main  track  of  the  Southern  Pacific  Railway,  about  100  meters  northwest  of  the  freight 
station.     Note  11.* 

X3. — At  Cobre,  Elko  County,  Nev.,  0.9  meter  northeast  of  mile  pole  645,  14.4  meters  northeast  of  the  Southern 
'  Pacific  Railway  and  about  1  meter  below  the  track.     Note  2.* 

Y3. — Near  Cobre,  Elko  County,  Nev.,  7  telegraph  poles  east  of  mile  pole  643,  the  top  of  an  iron  spike  in  the  top  of 
the  north  headwall  of  culvert  No.  643A. 

Z3. — At  Valley  Pass,  Elko  County,  Nev.,  situated  1  meter  south  of  the  firet  telegraph  pole  east  of  the  Southern  Pacific 
Railway  station,  about  15  meters  south  of  the  track  and  within  the  turning  wye.     Note  11.* 

Av — Near  Valley  Pass,  Elko  County,  Nev.,  about  3.7  telegraph  poles  east  of  the  mile  pole  640,  75  meters  west  of 
the  crossing,  29.3  meters  north  of  the  Southern  Pacific  Railway  track,  1.4  meters  south  of  the  north  line  fence.     Note  2.* 

♦See  p.  48. 


PRECISE   LEVELING,   BRIG-HAM    TO   SAN    FRANCISCO.  51 

B4. — At  Icarus,  Elko  County,  Nev.,  44  meters  north  of  mile  pole  638,  60  meters  north  of  the  main  line  of  the  Southern 
Pacific  Railway,  1.2  meters  ^outh  of  the  north  line  fence.     Note  11.* 

C4. — Near  Icarus,  Elko  County,  Nev.,  50  meters  west  of  the  mile  pole  635,  on  the  east  slope  of  a  hill  at  the  east  end 
of  a  deep  cut,  28.9  meters  north  of  the  Southern  Pacific  Railway  track,  and  about  on  the  level  with  the  track  near  the 
set-off  stand,  0.9  meter  south  of  the  north  line  fence.     Note  2.* 

D4. — At  Pequop,  Elko  County,  Nev.,  in  front  of  the  section  hands'  quarters,  1  meter  north  of  mile  pole  633,  10 
meters  west  of  section  car  house  No.  44.     Note  11.* 

E4. — At  Fenelon,  Elko  County,  Nev.,  about  30  meters  east  of  the  Southern  Pacific  Railway  station  (628.4),  59.5 
meters  north  of  the  main  track.     Note  11.* 

F4. — Near  Holborn,  Elko  County,  Nev.,  2  telegraph  poles  east  of  mile  pole  627,  28  meters  north  of  the  Southern 
Pacific  Railway  track,  0.9  meter  south  of  the  north  line  fence.     Note  2.* 

G4. — At  Holborn,  Elko  County,  Nev.,  40  meters  east  of  section  car  house  No.  43,  17.1  meters  north  of  the  main  track 
of  the  Southern  Pacific  Railway,  0.8  meter  north  of  a  white  telegraph  pole  which  is  2  telegraph  poles  east  of  the  station 
sign.     Note  11.* 

H4. — At  Anthony,  Elko  County,  Nev.,  directly  opposite  the  station  sign,  6  telegraph  poles  west  of  the  water  tank, 
29.9  meters  south  of  the  Southern  Pacific  Railway  main  track,  1.2  meters  north  of  the  south  line  fence.     Note  11.* 

I4. — At  Moor,  Elko  County,  Nev.,  about  10  meters  west  of  the  Southern  Pacific  Railway  station,  1  meter  north  of  a 
white  telegraph  pole,  15  meters  north  of  the  main  track,  and  about  1.5  meters  below  it.     Note  11.* 

J4. — At  Cedar,  Elko  County,  Nev.,  35  meters  east  of  the  station  sign,  about  2  telegraph  poles  east  and  0.7  meter 
north  of  mile  pole  614,  16.8  meters  north  of  the  Southern  Pacific  Railway  track.     Note  11.* 

K4. — At  Kaw,  Elko  County,  Nev.,  1  meter  north  of  mile  pole  612,  10.5  meters  north  of  the  Southern  Pacific  Railway 
main  track.     Note  11.* 

L4. — Two  miles  east  of  Wells,  Elko  County,  Nev.,  0.9  meter  north  of  mile  pole  610,  10  meters  north  of  the  Southern 
Pacific  Railway  track.     Note  11.* 

M4. — At  Wells,  Elko  County,  Nev.,  1  meter  north  of  the  telegraph  pole  opposite  the  east  end  of  the  Southern  Pacific 
Railway  station,  12  meters  north  of  main  track.     Note  11.* 

N4. — At  Wells,  Elko  County,  Nev.,  in  the  western  one  of  the  two  northernmost  concrete  pillars  under  the  South- 
ern Pacific  Railway  water  tank.     Note  1.* 

04. — Near  Wells,  Elko  County,  Nev.,  on  the  east  slope  of  a  hill  at  the  east  end  of  a  deep  cut,  3  telegraph  poles  west 
of  mile  pole  607,  65.5  meters  north  of  the  Southern  Pacific  Railway  track,  1.3  meters  south  of  the  north  line  fence. 
Note  2.* 

P4. — Near  Wells,  Elko  County,  Nev.,  at  mile  pole  606,  1  meter  south  of  the  north  line  fence,  27.7  meters  north  of 
the  Southern  Pacific  Railway  track,  and  about  1.5  meters  below  it.     Note  2.* 

Q4. — At  Alazon,  Elko  County,  Nev.,  4.4  telegraph  poles  east  of  Southern  Pacific  Railway  mile  pole  604,  one-quarter 
mile  west  of  the  station  sign,  28  meters  north  of  the  track,  32.4  meters  north  of  Western  Pacific  Railway  track;  and  0.9 
meter  south  of  the  north  line  fence.     Note  11.* 

R4. — Near  Tulasco,  Elko  County,  Nev.,  on  the  Southern  Pacific  Railway  and  near  Starr,  on  the  Western  Pacific 
Railway  at  Southern  Pacific  mile  pole  600,  4J  telegraph  poles  west  of  Western  Pacific  mile  pole  709,  29.1  meters  south 
of  the  Western  Pacific  track,  33.5  meters  south  of  the  Southern  Pacific  Railway  track,  1.3  meters  north  of  the  south 
line  fence.     Note  11.* 

S4. — Near  Nardi,  Elko  County,  Nev.,  one-half  mile  west  of  the  west  end  of  the  siding,  12  telegraph  poles  west  of 
Southern  Pacific  mile  pole  595,  18  telegraph  poles  west  of  Western  Pacific  mile  pole  704,  75  meters  west  of  signal  tower 
5948,  and  27.9  meters  north  of  the  Southern  Pacific  track,  32.3  meters  north  of  the  Western  Pacific  track,  and  0.9  meter 
south  of  north  line  fence.     Note  11.* 

T4. — About  1  mile  east  of  Deeth,  Elko  County,  Nev.,  about  200  meters  west  of  the  point  where  the  Southern  Pacific 
Railway  begins  to  separate  from  the  Western  Pacific  Railway,  3  telegraph  poles  west  of  Southern  Pacific  mile  pole  592, 
7  telegraph  poles  west  of  Western  Pacific  mile  pole  701,  4.3  meters  south  of  Southern  Pacific  track,  5.6  meters  north  of 
the  Western  Pacific  track.     Note  2.* 

U4. — At  Deeth,  Elko  County,  Nev.,  about  one-half  mile  west  of  the  Southern  Pacific  Railway  station,  35  meters 
east  of  the  west  end  of  the  siding,  0.7  meter  south  of  the  first  telegraph  pole  east  of  signal  tower  590.5,  15.5  meters  south 
of  the  main  track.     Note  2.* 

V4. — At  Natchez,  Elko  County,  Nev.,  4  telegraph  poles  east  of  mile  pole  587  in  range  with  signal  towers  5871  and 
5872,  17.4  meters  south  of  the  Southern  Pacific  Railway  track;  1.7  meters  south  of  the  south  line  fence,  outside  the 
right  of  way.     Note  2.* 

W4. — At  Ilalleck,  Elko  County,  Nev.,  106  meters  north  of  the  Southern  Pacific  main  track,  1.6  meters  south  of  the 
north  line  fence,  in  range  with  the  east  gable  of  the  railway  station  and  about  1.5  meters  above  the  track.     Note  11.* 

X4. — At  Elburz,  Elko  County,  Nev.,  2.8  meters  north  of  mile  pole  575,  18.9  meters  north  of  the  Southern  Pacific 
Railway  track,  20  meters  west  of  section  car  house  No.  38.     Note  11.* 

Y4. — Near  Elburz,  Elko  County,  Nev.,  in  the  face  of  the  rock  at  the  east  end  of  tunnel  No.  5,  north  of  the  Southern 
Pacific  Railway  track,  and  about  0.6  meter  above  it.     Note  1.* 

Z4. — At  Ryndon,  Elko  County,  Nev.,  100  meters  east  of  the  station,  12  meters  south  of  the  Southern  Pacific  Railway 
track,  10  meters  north  of  the  Western  Pacific  Railway  track,  1  meter  west  of  a  telegraph  pole.     Note  11.* 

*  See  p.  48. 


52  U.   S.   COAST  AND  GEODETIC   SUEVEY   SPECIAL  PUBLICATION    NO.   22. 

A6. — Near  Ryndon,  Elko  County,  Nev.,  in  the  top  surface  of  the  west  abutment  of  Southern  Pacific  Railway  bridge 
No.  25  over  Humboldt  River,  300  meters  east  of  tunnel  No.  3,  south  of  the  track.     Note  1.* 

B5. — At  Osino,  Elko  County,  Nev.,  50.7  meters  east  of  section  car  house  No.  36,  0.9  meter  east  of  a  telegraph  pole, 
30.3  meters  north  of  the  Southern  Pacific  main  track.     Note  11.* 

C6. — At  Coin,  Elko  County,  Nev.,  6.8  meters  north  of  Southern  Pacific  Railway  mile  pole  562,  21  meters  north  of 
the  Southern  Pacific  main  track,  about  one-quarter  mile  northeast  of  Western  Pacific  mile  pole  670.     Note  11.* 

D6. — About  2  miles  east  of  Elko,  Elko  County,  Nev.,  11.8  meters  north  of  mile  pole  560, 23.5  meters  north  of  Southern 
Pacific  Railway  track,  1.5  meters  south  of  the  fence.     Note  2.* 

E5. — About  three-fourths  of  a  mile  east  of  Elko,  Elko  County,  Nev.,  8  telegraph  poles  east  of  mile  pole  558,  58.8 
meters  north  of  the  Southern  Pacific  Railway  track,  1.1  meters  south  of  the  north  line  fence,  and  about  100  meters  east 
of  the  cattle  guard.    Note  11.* 

F5  (U.  S.  G.  S.). — At  Elko,  Elko  County,  Nev.,  in  the  top  surface,  at  the  west  end  of  the  lower  step  leading  to  the 
south  entrance  of  the  Elko  County  courthouse;  a  cross  marks  the  exact  point.     Note  17.* 

G6. — At  Elko,  Elko  County,  Nev.,  50  meters  east  of  signal  tower  567.3  at  the  west  end  of  the  Southern  Pacific  siding, 
about  one-half  mile  west  of  the  railway  station,  12.7  meters  north  of  the  track,  and  1.3  meters  north  of  a  telegraph  pole. 
Note  11.* 

Hs. — About  3  miles  west  of  Elko,  Elko  County,  Nev.,  1.2  meters  north  of  Southern  Pacific  Railway  mile  pole  555, 
15.5  meters  north  of  the  track.     Note  2.* 

Is. — Near  Avenel,  Elko  County,  Nev.,  1.2  meters  north  of  mile  pole  553,  and  15.6  meters  north  of  the  Southern 
Pacific  Railway  track.     Note  2.* 

J6.— At  Avenel,  Elko  County,  Nev.,  75  meters  east  of  the  station  sign,  30  meters  west  of  the  crossing,  58.7  meters 
south  of  the  Southern  Pacific  Railway  main  track,  and  2.6  meters  north  of  the  fence.     Note  11.* 

K6. — Near  Avenel,  Elko  County,  Nev.,  49  meters  north  of  mile  pole  550,  64  meters  north  of  Southern  Pacific  Railway 
tracks,  and  1.9  meters  south  of  the  north  line  fence.     Note  2.* 

L6. — Near  Moleen,  Elko  County,  Nev.,  34  meters  north  of  mile  pole  548,  48.3  meters  north  of  the  Southern  Pacific 
Railway  track,  1.3  meters  south  of  the  north  line  fence.     Note  2* 

M6.— At  Moleen,  Elko  County,  Nev.,  3  telegraph  poles  west  of  mile  pole  546,  opposite  the  station  sign,  1  meter 
north  of  the  south  line  fence,  61.3  meters  south  of  the  Southern  Pacific  Railway  main  track.     Note  11.* 

N6. — Near  Moleen,  Elko  County,  Nev.,  in  the  top  surface  of  the  west  abutment  of  Southern  Pacific  Railway  bridge 
No.  24  over  Humboldt  River,  north  of  the  track.     Note  1* 

06. — Near  Tonka,  Elko  County,  Nev.,  at  mileage  distance  542.6,  in  the  top  surface  of  the  west  abutment  of  bridge 
No  21  over  Humboldt  River,  south  of  the  track.     It  is  the  top  of  an  iron  pin. 

P6. — At  Tonka,  Elko  County,  Nev.,  3.1  meters  north  of  mile  pole  542,  22.4  meters  north  of  the  Southern  Pacific 
Railway  main  track,  39.2  meters  south  of  the  north  line  fence.     Note  11* 

Q6—  Near  Tonka,  Elko  County,  Nev.,  in  the  top  surface  of  the  west  abutment  of  Southern  Pacific  Railway  bridge 
No.  20  over  Humboldt  River,  south  of  the  track.     It  is  the  top  of  an  iron  bolt. 

R6.. — Near  Vivian,  Elko  County,  Nev.,  in  the  top  surface  of  the  east  abutment  of  bridge  No.  19  over  Humboldt 
River,  south  of  the  track.     It  is  the  top  of  an  iron  bolt. 

S6.— At  Vivian,  Elko  County,  Nev.,  65.9  meters  south  of  the  station  sign,  on  the  right  of  way  of  the  Southern  Pacific 
Railway,  59.6  meters  south  of  the  main  track,  1.4  meters  north  of  the  line  fence  between  the  Southern  Pacific  Rail- 
way and  the  Western  Pacific  Railway,  16.3  meters  north  of  the  Western  Pacific  track,  9.3  telegraph  poles  east  of 
Western  Pacific  mile  pole  647,  2.8  telegraph  poles  west  of  Southern  Pacific  mile  pole  539.     Note  11* 

T6.— At  Carlin,  Elko  County,  Nev.,  in  the  grass  plot  halfway  between  the  Southern  Pacific  Hotel  and  the  Southern 
Pacific  Railway  station,  1  meter  south  of  the  front  fence.     Note  11* 

Uj.— About  2  miles  west  of  Carlin,  Elko  County,  Nev.,  100  meters  west  of  crossing  534A,  41  meters  north  of  mile 
pole  534,  56  meters  north  of  the  Southern  Pacific  Railway  track,  1.7  meters  south  of  the  north  line  fence.    Note  11* 

V6.— At  Tyrol,  Eureka  County,  Nev.,  approximately  at  mile  pole  532.6,  7.5  meters  east  of  the  station  sign,  13.7 
meters  east  of  the  Southern  Pacific  Railway  main  track,  1.4  meters  west  of  the  east  line  fence. 

W6. — At  Palisade,  Eureka  County,  Nev.,  75  meters  west  of  the  west  end  of  Southern  Pacific  Railway  bridge  No.  16 
over  Humboldt  River,  30  meters  east  of  tunnel  No.  1,  13.7  meters  north  of  the  track,  14.5  meters  south  of  the  north 
line  fence,  1  meter  east  of  a  telegraph  pole.    Note  11.* 

Xs.— At  Gerald,  Eureka  County,  Nev.,  near  the  fence  corner  at  the  west  end  of  the  siding,  8  telegraph  poles  west 
of  the  station  sign,  29.2  meters  south  of  the  Southern  Pacific  Railway  track,  1  meter  from  the  south  line  fence.    Note  11.* 

Y5.— At  Harney,  Eureka  County,  Nev.,  2.4  telegraph  poles  east  of  mile  pole  518,  6.6  poles  west  of  the  station  sign, 
30  meters  north  of  the  Southern  Pacific  Railway  track,  0.6  meter  south  of  the  fence.     Note  11.* 

Z6.— At  Cluro,  Eureka  County,  Nev.,  3.3  telegraph  poles  east  of  the  station  sign  and  of  Southern  Pacific  Railway 
mile  pole  514,  5.3  meters  south  of  the  second  telegraph  pole  west  of  the  Western  Pacific  Railway  mile  pole  623,  26.8 
meters  north  of  the  Southern  Pacific  track,  34.5  meters  south  of  the  north  line  fence,  and  19.1  meters  south  of  the 
Western  Pacific  track.     Note  11.* 

A,.— At  Beowawe,  Eureka  County,  Nev.,  in  the  top  surface  of  the  concrete  base  of  signal  tower  510.1  at  the  east  end 
of  the  siding.     Note  1.* 

♦Seep.  48. 


PRECISE  LEVELING,  BEIGHAM   TO  SAN   FRANCISCO.  53 

B8. — At  Beowawe,  Eureka  County,  Nev.,  in  the  top  surface  of  the  concrete  foundation  (center  pier)  of  the  Western 
Pacific  Railway  water  tank.    Note  1* 

C8. — At  Beowawe,  Eureka  County,  Nev.,  25  meters  west  of  the  west  end  of  the  Southern  Pacific  Railway  station, 
26  meters  south  of  the  Western  Pacific  Railway  track,  19.8  meters  north  of  the  Southern  Pacific  track.     Note  11.* 

DESCRIPTIONS    OF    PERMANENT    BENCH    MARKS  BETWEEN    BEOWAWE,    AND    MARMOL,    NEV.,    1912. 

G6. — At  Ladoga,  Eureka  County,  Nev.,  0.3  mile  east  of  the  station  sign,  75  meters  east  of  mile  pole  504,  and  19  meters 
south  of  the  Southern  Pacific  Railway  track.     Note  11.* 

H6.- — At  Farrel,  Eureka  County,  Nev.,  120  meters  east  of  the  station  sign,  10  meters  east  of  section  tool  house  No.  29, 
and  24  meters  north  of  the  Southern  Pacific  Railway  track.     Note  11.* 

I6. — At  Mosel,  Lander  County,  Nev.,  100  meters  east  of  the  station  sign,  90  meters  west  of  mile  pole  493,  0.8  meter 
north  of  the  south  line  fence,  and  60  meters  south  of  the  Southern  Pacific  Railway  track.     Note  11* 

J6. — At  Argenta,  Lander  County,  Nev.,  100  meters  east  of  the  west  point  of  the  Southern  Pacific  Railway  siding, 
1.5  meters  north  of  the  south  line  fence  and  opposite  a  white-painted  frame  ranch  dwelling  house.     Note  11* 

K6. — At  Rosny,  Lander  County,  Nev.,  30  meters  east  of  the  station  sign,  1.5  meters  south  of  Southern  Pacific  Rail- 
way mile  pole  482.     Note  11  .* 

L6.' — At  Battle  Mountain,  Lander  County,  Nev.,  on  the  southwestern  one  of  the  four  central  concrete  pillars  under 
the  Southern  Pacific  Railway  water  tank,  50  meters  west  of  the  station.    Note  1* 

M6.' — About  1.5  miles  northwest  of  Battle  Mountain,  Lander  County,  Nev.,  at  Southern  Pacific  Railway  mile  pole  474, 
51.5  meters  north  of  the  track,  9.1  meters  south  of  the  north  line  fence.    Note  11.* 

N6. — At  Piute,  Humboldt  County,  Nev.,  at  the  station  sign,  at  Southern  Pacific  Railway  mileage  470.8,  36.6  meters 
south  of  the  track,  25.2  meters  north  of  the  south  line  fence.     Note  11A.* 

06. — At  Mote,  Humboldt  County,  Nev.,  at  the  station  sign,  at  Southern  Pacific  Railway  mileage  466.3,  56.2  meters 
north  of  the  track,  4.9  meters  south  of  the  north  line  fence.     Note  11A.* 

P6. — At  Valmy,  Humboldt  County,  Nev.,  on  top  of  the  concrete  subbase  of  the  southeastern  one  of  the  four  central 
pillars  under  the  Southern  Pacific  Railway  water  tank.     Note  1* 

Q6.- — 1.3  miles  west  of  Valmy,  Humboldt  County,  Nev.,  9  meters  north  of  mile  pole  460,  28  meters  north  of  the  South- 
ern Pacific  Railway  track,  33  meters  south  of  the  north  line  fence.     Note  11A* 

R6. — 0.3  mile  west  of  Stonehouse,  Humboldt  County,  Nev.,  on  top  of  the  south  headwall  of  concrete  culvert  No.  456C 
over  Humboldt  River,  3.2  meters  south  of  the  Southern  Pacific  Railway  track,  and  about  1.5  meters  below  it.     Note  1* 

S,.— At  Herrin,  Humboldt  County,  Nev.,  60  meters  west  of  the  east  end  of  the  siding,  28  meters  west  of  a  yellow 
building,  1.4  meters  north  of  a  red  building,  27.4  meters  south  of  the  Southern  Pacific  Railway  track.     Note  11A* 

T9.- — At  Iron  Point,  Humboldt  County,  Nev.,  100  meters  east  of  mile  pole  448,  18  meters  west  and  36  meters  north 
of  the  Southern  Pacific  Railway  station,  60  meters  north  of  the  track,  0.7  meter  south  of  the  north  line  fence.  Note  11A.* 

U„. — At  Comus,  Humboldt  County,  Nev.,  11.2  meters  west  of  the  section  tool  house,  17.6  meters  north  of  the  South- 
ern Pacific  Railway  track,  0.5  meter  south  of  the  north  line  fence.     Note  11A.* 

V6. — Near  Preble,  Humboldt  County,  Nev.,  on  the  top  surface  of  the  east  abutment  of  Southern  Pacific  Railway 
bridge  No.  441  C,  which  is  bridge  No.  3  over  Humboldt  River,  2  meters  north  of  the  track.     Note  1* 

W„  (S.  P.). — Near  Golconda,  Humboldt  County,  Nev.,  in  the  top  surface  of  the  west  abutment  of  Southern  Pacific 
Railway  bridge  No.  2  over  Humboldt  River,  north  of  the  track.  The  bench  mark  is  the  top  of  a  round-headed  iron 
bolt.     The  stone  is  marked  on  top  with  the  railroad's  value  of  the  elevation,  4348.238  feet. 

X6. — At  Golconda,  Humboldt  County,  Nev.,  on  the  northwestern  one  of  the  concrete  pillars  under  the  Southern 
Pacific  Railway  water  tank,  100  meters  west  of  the  station,  50  meters  south  of  the  track.     Note  1.* 

Y6.— At  Eglon,  Humboldt  County,  Nev.,  41.7  meters  north  of  the  Southern  Pacific  Railway  track,  29.2  meters  north 
of  mile  pole  429, 1  meter  south  of  the  north  line  fence.     Note  11A.* 

Z6. — At  Tule,  Humboldt  County,  Nev.,  250  meters  west  of  mile  pole  423,  100  meters  east  of  the  west  point  of  the 
siding,  29  meters  south  of  the  Southern  Pacific  Railway  track,  27  meters  north  of  the  south  line  fence,  opposite  the 
derailing  switch  to  the  spur,  and  in  line  with  the  telegraph  poles.     Note  11A.* 

Ar. — At  Winnemucca,  Humboldt  County,  Nev.,  in  the  foundation  of  the  Humboldt  County  courthouse,  to  the  left 
of  the  entrance  on  Bridge  Street.     Note  1.* 

B7.— At  Benin,  Humboldt  County,  Nev.,  opposite  the  station  sign,  at  Southern  Pacific  Railway  mileage  412.2,  60.4 
meters  south  of  the  track,  1.1  meters  north  of  the  south  fence.     Note  11A.* 

C7.— At  Rose  Creek,  Humboldt  County,  Nev.,  36.4  meters  south  of  the  south  side  in  line  with  the  west  side  of  the 
station,  45  meters  south  of  the  Southern  Pacific  Railway  track,  0.9  meter  north  of  the  fence.     Note  11A.* 

D7  — At  Lamar,  Humboldt  County,  Nev.,  0.2  mile  east  of  the  station  sign,  40  meters  north  of  mile  pole  402,  59.2 
meters  north  of  the  Southern  Pacific  Railway  track,  1 .3  meters  north  of  the  fence.     Note  11A.* 

E7.— At  Cosgrave,  Humboldt  County,  Nev.,  south  of  the  Southern  Pacific  Railway  water  tank,  30  meters  south  of  the 
track,  0.7  meter  north  of  the  south  line  fence.    Note  11A.*  BUCtoft  Library 

F7  — At  Dodon,  Humboldt  County,  Nev.,  4  telegraph  poles  west  of  mile  pole  393,  opposite  the  station  sign, 59.8 
meters  south  of  the  Southern  Pacific  Railway  track,  1.6  meters  north  of  the  south  fence.     Note  11A.* 

*  See  p.  48. 


54  U.    S.    COAST   AND   GEODETIC    SUBVEY    SPECIAL   PUBLICATION    NO.    22. 

G7. — At  Mill  City,  Humboldt  County,  Nev.,  175  meters  west  of  the  Southern  Pacific  Railway  station,  in  the  second 
line  of  telegraph  poles,  0.6  meter  east  of  the  east  fence  around  a  yellow  frame  building,  37.6  meters  south  of  the  track. 
Note  11A.* 

H7. — At  Imlay,  Humboldt  County,  Nev.,  on  the  top  of  the  northeastern  concrete  pillar  under  the  Southern  Pacific 
Railway  water  tank.     Note  1.* 

I7. — At  Humboldt,  Humboldt  County,  Nev.,  on  the  south  side  of  the  concrete  foundation  under  the  yellow-painted 
building  of  the  Southern  Pacific  Railway,  opposite  the  water  tank,  about  75  meters  west  of  the  station,  25  meters 
north  of  the  track.     Note  1.* 

J7. — At  Valery,  Humboldt  County,  Nev.,  300  meters  east  of  the  station  sign,  200  meters  west  of  mile  pole  373,  60 
meters  north  of  the  track,  1.0  meter  south  of  the  north  line  fence,  4.0  meters  east  of  a  gate  in  the  fence.     Note  11A.* 

K7  (S.  P.). — 3  miles  west  of  Valery,  Humboldt  County,  Nev.,  at  railroad  mileage  369.9,  in  the  top  surface  of  the 
south  headwall  of  the  culvert  under  the  eastbound  line  of  the  Southern  Pacific  Railway .  It  is  the  top  of  a  round-headed 
iron  bolt  and  constitutes  a  bench  mark  of  the  Southern  Pacific  Railway. 

L7  (S.  P.). — 1.7  miles  east  of  Rye  Patch,  Humboldt  County,  Nev.,  at  railroad  mileage  367.7,  south  of  the  track,  on 
the  top  surface  of  the  east  concrete  abutment  of  the  small  bridge  under  the  eastbound  line  of  the  Southern  Pacific 
Railway.     It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  bench  mark  of  the  Southern  Pacific  Railway. 

M7. — At  Rye  Patch,  Humboldt  County,  Nev.,  30  meters  north  of  mile  pole  366,  49  meters  north  of  the  Southern 
Pacific  Railway  track,  35  meters  south  of  the  line  fence,  20  meters  east  of  the  freight  house.     Note  11A.* 

N7  (S.  P.). — 0.6  mile  west  of  Rye  Patch,  Humboldt  County,  Nev.,  at  railroad  mileage  365.4,  in  the  top  surface  of  the 
south  headwall  of  concrete  culvert  No.  365C.  It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  Southern 
Pacific  Railway  bench  mark. 

07  (S.  P.). — 2  miles  east  of  Zola,  Humboldt  County,  Nev.,  in  the  top  surface  of  the  south  headwall  of  culvert  No. 
363C.     It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

P7. — 0.3  mile  east  of  Zola,  Humboldt  County,  Nev.,  at  railroad  mileage  361.7,  46  meters  south  of  the  Southern  Pacific 
Railway  track,  1  meter  north  of  the  south  line  fence.     Note  11A.* 

Q7. — At  Oreana,  Humboldt  County,  Nev.,  at  railroad  mileage  357.9,  on  the  top  surface  of  the  southeastern  one  of  the 
four  central  pillars  under  the  Southern  Pacific  Railway  water  tank.     Note  1.* 

R,. — At  Woolsey,  Humboldt  County,  Nev.,  at  railroad  mileage  353.6,  150  meters  west  of  the  east  end  of  the  siding, 
on  the  top  surface  of  the  south  headwall  of  stone  culvert  353D,  10  meters  south  of  the  Southern  Pacific  Railway  track, 
and  about  1  meter  below  it.     Note  1.* 

S7. — At  Kodak,  Humboldt  County,  Nev.,  opposite  the  station  sign,  on  the  south  side  of  the  Southern  Pacific  Railway 
track,  100  meters  west  of  mile  pole  349,  1  meter  north  of  the  south  line  fence.     Note  11A.* 

T7. — 2.5  miles  east  of  Lovelocks,  Humboldt  County,  Nev.,  0.5  meter  north  of  mile  pole  347,  16.5  meters  north  of  the 
Southern  Pacific  Railway  track.     Note  11A.* 

U7. — 2  miles  east  of  Lovelocks,  Humboldt  County,  Nev.,  at  railroad  mileage  346.4,  on  the  south  end  of  the  east  abut- 
ment of  Southern  Pacific  Railway  bridge  346B  over  the  irrigation  canal.     Note  1.* 

V7. — At  Lovelocks,  Humboldt  County,  Nev.,  50  meters  east  of  the  station,  on  the  north  side  of  the  northwestern  one 
of  the  concrete  pillars  under  the  Southern  Pacific  Railway  water  tank,  60  meters  south  of  the  track.     Note  1.* 

W7. — At  Perth,  Humboldt  County,  Nev.,  opposite  the  station  sign  at  railroad  mileage  340.5  in  the  second  line  of 
telegraph  poles,  30  meters  south  of  the  Southern  Pacific  Railway  track.     Note  11A.* 

X7. — At  Granite  Point,  Humboldt  County,  Nev.,  20  meters  west  of  mile  pole  336,  at  the  edge  of  a  hummock,  100 
meters  west  of  the  section  foreman's  house,  60  meters  north  of  the  Southern  Pacific  Railway  track,  2.5  meters  south 
of  the  line  fence.    Note  11A.* 

Y7. — At  Toulon,  Humboldt  County,  Nev.,  at  railroad  mileage  331.8,  11.4  meters  north  of  the  station  sign,  18.5  meters 
north  of  the  Southern  Pacific  Railway  track,  in  the  first  line  of  telegraph  poles.     Note  11A.* 

Z7. — At  Toy,  Humboldt  County,  Nev.,  30  meters  west  of  the  station,  28.5  meters  north  of  the  Southern  Pacific 
Railway  track,  0.9  meter  outside  of  the  west  fence  inclosing  the  section  foreman's  house,  9.6  meters  north  of  the  south- 
west angle  of  the  inclosure.     Note  11A.* 

A8. — At  Miriam,  Churchill  County,  Nev.,  6.6  meters  east  of  the  station,  at  railroad  mileage  324.2,  29  meters  south 
of  the  Southern  Pacific  Railway  track,  0.8  meter  west  of  a  telegraph  pole  in  the  second  line  of  poles.     Note  11A.* 

B8. — 1  mile  east  of  Huxley,  Churchill  County,  Nev.,  at  mileage  317.6  of  the  Southern  Pacific  Railway,  on  the  east 
abutment  of  bridge  317A.     Note  1.* 

Cg. — At  Parran,  Churchill  County,  Nev.,  on  the  south  side  of  the  southwest  concrete  pillar  under  the  Southern 
Pacific  Railway  water  tank.     Note  1.* 

D8  (S.  P.). — 1.5  miles  east  of  Desert,  Churchill  County,  Nev.,  at  railroad  mileage  308.4,  in  the  top  surface  of  the 
concrete  abutment  of  the  small  Southern  Pacific  Railway  bridge.  It  is  the  top  of  a  round-headed  bolt  and  constitutes 
a  Southern  Pacific  Railway  bench  mark. 

E8. — 0.9  mile  west  of  Desert,  Churchill  County,  Nev.,  1  meter  north  of  mile  pole  306, 18.8  meters  north  of  the  South- 
em  Pacific  Railway  track,  50  meters  east  of  the  "distant"  signal.     Note  11  A.* 

F,(S.  P.). — At  Upsal,  Churchill  County,  Nev.,  at  Southern  Pacific  Railway  mileage  303.6, 200  meters  east  of  the  1 
mile  sign  at  the  east  side  of  Upsal,  in  concrete  culvert  No.  303A.  It  is  the  top  of  a  round-headed  iron  bolt  and  con- 
stitutes a  Southern  Pacific  Railway  bench  mark. 

*  See  p.  48. 


PRECISE  LEVELING,  BKIGHAM   TO   SAN  FRANCISCO.  55 

G8. — At  Upsal,  Churchill  County,  Nev.,  150  meters  west  of  the  station,  on  the  top  surface  of  the  east  abutment  of 
the  small  Southern  Pacific  Railway  bridge  No.  301A,  2  meters  south  of  the  track  and  about  0.6  meter  below  it.     Note  1.* 

H8  (S.  P.). — 1.2  miles  east  of  Falais,  Churchill  County,  Nev.,  in  the  top  surface  of  the  west  concrete  abutment  of 
the  small  Southern  Pacific  Railway  bridge  299A.  It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  Southern 
Pacific  Railway  bench  mark. 

I8. — At  Massie,  Churchill  County,  Nev.,  at  Southern  Pacific  Railway  mileage  293.2, 0.3  mile  east  of  the  east  end  of 
the  siding,  on  the  top  surface  of  the  east  abutment  to  bridge  293A.     Note  1.* 

J„. — At  Massie,  Churchill  County,  Nev.,  at  Southern  Pacific  Railway  mileage  291.7,  0.3  mile  west  of  the  west  end  of 
the  siding,  on  the  top  surface  of  the  east  abutment  to  Southern  Pacific  Railway  bridge  291A.     Note  1.* 

K8  (S.  P.). — At  Hazen,  Churchill  County,  Nev.,  100  meters  east  of  the  cast  end  of  the  siding,  on  the  top  surface  of 
the  east  abutment  of  Southern  Pacific  Railway  bridge  289A.  It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes 
a  Southern  Pacific  Railway  bench  mark. 

Lg. — At  Hazen,  Churchill  County,  Nev.,  0.3  mile  east  of  the  station,  in  the  southeast  concrete  pillar  under  the  Southern 
Pacific  Railway  water  tank,  50  meters  north  of  the  track.     Note  1.* 

M8. — At  Patna,  Churchill  County,  Nev.,  at  railroad  mileage  284.7,  0.1  mile  west  of  the  section  foreman's  house,  on 
the  top  of  the  west  concrete  abutment  of  the  small  Southern  Pacific  Railway  bridge  284B.     Note  1.* 

N8  (S.  P.). — In  Lyon  County,  1.1  miles  west  of  Patna,  Churchill  County,  Nev.,  at  railroad  mileage  282.8,  in  the  top 
surface  of  the  west  abutment  of  small  Southern  Pacific  Railway  bridge  282C.  It  is  the  top  of  a  round-headed  iron  bolt 
and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

Os  (S.  P.). — 0.5  mile  east  of  Argo,  Lyon  County,  Nev.,  at  railroad  mileage  281.4,  in  the  east  concrete  abutment  to 
bridge  281B.     It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

P8. — At  Argo,  Lyon  County,  Nev.,  0.1  mile  east  of  the  station  sign,  at  railroad  mileage  280.5,  11.3  meters  east  of 
the  derailing  switch,  30.7  meters  north  of  the  Southern  Pacific  Railway  track,  and  0.4  meter  south  of  the  north  line 
fence.     Note  HA.* 

Qg. — At  Luva,  Lyon  County,  Nev.,  at  railroad  mileage  277.8,  4  meters  east  of  the  station  sign,  29.5  meters  north  of 
the  Southern  Pacific  Railway  track,  1  meter  south  of  the  north  line  fence,  and  16  meters  west  of  the  point  of  the  branch 
line.    Note  11A.* 

Rg. — At  Fernley,  Lyon  County,  Nev.,  at  railroad  mileage  276.1,  16  meters  west  of  the  Southern  Pacific  Railway 
station,  59  meters  north  of  the  track,  0.8  meter  south  of  the  north  line  fence.  The  station  is  soon  to  be  moved  about 
0.3  mile  to  the  westward.     Note  11A.* 

Sg.  (U.  S.  G.  S.). — At  Fernley,  Lyon  County,  Nev.,  200  meters  west  of  the  Southern  Pacific  Railway  station,  60 
meters  west  of  mile  pole  276,  3  meters  south  of  the  track,  on  the  south  headwall  of  a  concrete  culvert.  The  station  is 
soon  to  be  moved  about  0.3  mile  to  the  westward.     Note  17*  not  stamped. 

T8. — At  Gilpin,  Washoe  County,  Nev.,  150  meters  west  of  the  Southern  Pacific  Railway  water  tank,  200  meters 
east  of  the  station  sign,  and  15.7  meters  south  of  the  track.     Note  11A.* 

U8  (S.  P.). — At  Derby,  Washoe  County,  Nev.,  at  railroad  mileage  269.5,  in  the  top  surface  of  the  west  abutment  of 
Southern  Pacific  Railway  bridge  No.  13  over  the  Truckee  River.  It  is  the  top  of  a  round-headed  iron  bolt  and 
constitutes  a  Southern  Pacific  Railway  bench  mark. 

V8  (S.  P.). — 0.6  mile  west  of  Derby,  Washoe  County,  Nev.,  at  railroad  mileage  268.7,  in  the  top  surface  of  the  east 
abutment  of  Southern  Pacific  Railway  bridge  No.  12  over  the  Truckee  River.  It  is  the  top  of  a  round-headed  iron 
bolt  and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

W8  (S.  P.). — 1  mile  west  of  Derby,  Washoe  County,  Nev.,  at  railroad  mileage  268.2,  in  the  top  surface  of  the  east 
abutment  of  Southern  Pacific  Railway  bridge  No.  11  over  the  Truckee  River.  It  is  the  top  of  a  round-headed  iron 
bolt  and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

X8  (S.  P.). — AtThisbe,  Washoe  County,  Nev.,  atrailroad  mileage  264. 7,0. 2milewestof  the  Derby  Dam  of  the  United 
States  Reclamation  Service,  in  the  top  surface  of  the  east  concrete  abutment  of  Southern  Pacific  Railway  bridge  No. 
10  over  the  Truckee  River  which  goes  under  the  bridge  from  north  to  south.  It  is  the  top  of  a  round-headed  iron  bolt 
and  constitutes  a  Southern  Pacific  Railway  bench  mark. 

Y8  (S.  P.). — At  Thisbe,  Washoe  County,  Nev.,  0.5  mile  west  of  the  Derby  Dam  of  the  United  States  Reclamation 
Service  at  railroad  mileage  264.5,  in  the  top  surface  of  the  east  abutment  of  Southern  Pacific  Railway  bridge  No.  9 
over  the  Truckee  River.  The  river  goes  under  the  bridge  from  south  to  north.  It  is  the  top  of  a  round-headed  iron 
bolt  and  constitutes  a  bench  mark  of  the  Southern  Pacific  Railway. 

Z8  (S.  P.). — At  Clark,  Storey  County,  Nev.,  100  meters  east  of  the  east  end  of  the  siding,  in  the  top  surface  of  the 
west  concrete  abutment  of  Southern  Pacific  Railway  bridge  No.  8  over  the  Truckee  River.  It  is  the  top  of  a  round- 
headed  iron  bolt  and  constitutes  a  railroad  bench  mark. 

A9  (S.  P.). — One-half  mile  east  of  Ditho,  Washoe  County,  Nev.,  at  railroad  mileage  258.1,  in  the  top  surface  of  the  east 
abutment  of  Southern  Pacific  Railway  bridge  No.  7  over  the  Truckee  River.  It  is  the  top  of  a  round-headed  iron  bolt 
and  constitutes  a  railroad  bench  mark. 

B,  —At  Hqfed,  Washoe  County,  Nev.,  at  railroad  mileage  253.1,  40  meters  east  of  the  station  sign,  29.4  meters  south 
of  the  Southern  Pacific  Railway  track,  on  top  of  a  large  black  bowlder  3  meters  high.     Note  1.* 

C9  (S.  P.).— Near  Vista,  Washoe  County,  Nev.,  at  railroad  mileage  251,  on  the  top  surface  of  the  east  abutment  of 
Southern  Pacific  Railway  bridge  No.  6  over  the  Truckee  River.  It  is  the  top  of  a  round-headed  iron  bolt  and  consti- 
tutes a  railroad  bench  mark. 

*  Seo  p.  48. 


56  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION   NO.   22. 

D„  (S.  P.).— InStorey  County,  1.4  miles  east  of  Vista,  Washoe  County,  Nev.,  on  the  west  abutment  of  the  small  South- 
em  Pacific  Railway  bridge  250B.     It  is  the  top  of  a  round-headed  iron  bolt  and  constitutes  a  railroad  bench  mark. 

E9  (S.  P.).— InStorey  County,  0.6  mile  east  of  Vista,  Washoe  County,  Nev.,  at  railroad  mileage  249.8,  on  the  top  sur- 
face of  the  east  abutment  of  Southern  Pacific  Railway  bridge  No.  5  over  the  Truckee  River.  It  is  the  top  of  a  round- 
headed  iron  bolt  and  constitutes  a  railroad  bench  mark. 

F„. — At  Vista,  Washoe  County,  Nev.,  10.6  meters  south  of  mile  pole  249,  25.2  meters  south  of  the  Southern  Pacific 
Railway  track,  0.2  mile  west  of  the  station  sign,  in  the  angle  formed  by  the  fence  at  the  grade  crossing  with  the  south 
line  fence,  northwest  of  the  highway.    Note  11A.* 

G„. — At  Sparks,  Washoe  County,  Nev.,  at  railroad  mileage  246.3,  250  meters  west  of  the  Southern  Pacific  Railway 
station,  in  the  angle  formed  by  the  high  board  fence  at  the  grade  crossing,  1  meter  from  fence  corner,  14.9  meters  north 
of  the  track.     Note  11A.* 

H9. — At  Reno,  Washoe  County,  Nev.,  a  brass  plate  2  by  4  inches  in  the  granite  top  of  the  north  balustrade  of  the 
east  entrance  to  the  city  hall.     The  elevation  marked  on  top  is  96.72  feet  above  the  zero  of  the  city  system  of  levels. 

I„  (U.  S.  G.  S.). — At  Reno,  Washoe  County,  Nev.,  on  the  main  building  of  the  Nevada  State  University  in  the  side 
of  the  northeast  corner  stone.     Note  17*  stamped  4554.817. 

J9. — At  Lawton,  Washoe  County,  Nev.,  0.3  mile  east  of  the  Southern  Pacific  Railway  station,  120  meters  east  of 
mile  pole  238,  on  top  of  a  large  brown  bowlder  1.5  meters  high,  15  meters  north  of  the  westbound  track.     Note  1.* 

K,. — 2  miles  east  of  Verdi,  Washoe  County,  Nev.,  at  mileage  234.1  on  the  old  line  of  the  Southern  Pacific  Railway, 
on  the  east  abutment  of  Southern  Pacific  Railway  bridge  No.  4  on  the  Truckee  River.     Note  1*. 

L9  (S.  P.). — At  Verdi,  Washoe  County,  Nev.,  the  top  of  the  western  inside  base  bolt  of  signal  tower  2329,  which  is 
the  "distant"  signal  for  the  east  end  of  Verdi  siding.     It  constitutes  a  Southern  Pacific  Railway  bench  mark. 

DESCRIPTIONS    OF   PERMANENT   BENCH    MARKS     BETWEEN    MARMOL,    NEV.,    AND   SAN   FRANCISCO, 

CAL.,    1912. 

Fe. — At  Marmot,  Washoe  County,  Nev.,  at  Southern  Pacific  Railway  mileage  230.5,  in  the  cow  pasture  opposite 
a  large  red  building,  75  meters  south  of  the  track,  20  meters  west  of  the  east  pasture  fence,  7  meters  north  of  the  south 
pasture  fence,  100  meters  east  of  bench  mark  E6,  in  the  top  of  a  black  bowlder.  The  bench  mark  is  the  top  of  a  round- 
headed  iron  bolt. 

E6. — At  Marmot,  Washoe  County,  Nev.,  at  Southern  Pacific  Railway  mileage  230.5,  in  the  cow  pasture  opposite  a 
large  red  building,  65  meters  south  of  the  track,  60  meters  east  of  the  west  pasture  fence,  10  meters  north  of  the  south 
pasture  fence,  on  the  top  of  a  large  bowlder.    Note  1.* 

D6. — About  0.6  mile  southwest  of  Marmol,  Washoe  County,  Nev.,  on  the  top  of  the  east  abutment  of  the  Southern 
Pacific  Railway  bridge  over  the  Truckee  River.     Note  1.* 

Y10. — At  Calvada,  Surra  County,  Cat.,  5  meters  west  of  the  California-Nevada  State  line,  on  the  top  of  the  north 
headwall  of  the  stone  culvert  under  the  Southern  Pacific  Railway  tracks,  and  about  1.2  meters  below  them.     Note  1.* 

XI0. — At  Mystic,  Nevada  County,  Cat.,  65  meters  east  of  the  Southern  Pacific  Railway  station,  at  railroad  mileage 
225.8,  on  the  top  of  the  concrete  culvert  under  the  track.     Note  1.* 

W,0. — At  Iceland,  Nevada  County,  Cal.,  on  the  top  of  the  east  stone  abutment  of  Southern  Pacific  Railway  bridge 
No.  220G  over  the  Truckee  River.    Note  1.* 

V10. — Near  Prosser  Creek,  Nevada  County,  Cat.,  0.5  mile  west  along  the  Southern  Pacific  Railway  track  from  the 
bridge  over  Prosser  Creek,  on  top  of  a  large  volcanic  bowlder.     Note  1.* 

U10. — At  Truckee,  Nevada  County,  Cal.,  30  meters  west  of  the  Southern  Railway  passenger  station,  on  the  top  surface 
of  the  northwestern  one  of  the  four  central  pillars  under  the  water  tank,  about  1.2  meters  above  the  rail.     Note  1.* 

TI0.— At  Tunnel,  Placer  County,  Cal.,  0.4  mile  east  of  the  Southern  Pacific  Railway  station  (tunnel  13),  150  meters 
east  of  the  east  end  of  thesnowshed,  on  the  top  of  the  south  headwall  of  stone  culvert  No.  201F,  under  the  track.     Note  1.* 

S10. — About  i  mile  east  of  Eder,  Placer  County,  Cal.,  15  meters  west  of  Southern  Pacific  Railway  mile  pole  198,  100 
meters  west  of  the  east  end  of  the  siding,  in  the  snowshed  on  the  inside  of  the  stone  retaining  wall,  about  1  meter  above 
the  track.    Note  1.* 

R,0. — At  Summit  {Donner  post  office),  Placer  County,  Cal.,  on  the  front  wall  of  the  concrete  Southern  Pacific  Rail- 
way station,  between  two  front  windows,  about  1.2  meters  above  the  track.     Note  1.* 

Q10. — 0.5  mile  west  of  Spruce,  Nevada  County,  Cal. ,  on  the  top  of  the  granite  abutment  of  the  Southern  Pacific  bridge, 
south  of  the  track,  and  about  0.6  meter  below  it.     Note  1.* 

P10.— At  Cisco,  Placer  County,  Cal.,  on  top  of  a  large  bowlder  50  meters  west  of  the  Southern  Pacific  Railway  Station, 
10  meters  north  of  the  snowshed,  about  1.5  meters  below  the  track.     Note  1.* 

O10.— At  Emigrant  Gap,  Placer  County,  Cal.,  on  top  of  a  large  flat  bowlder  3  meters  east  of  the  Southern  Pacific 
Railway  station,  2  meters  outside  of  the  snowshed  on  the  south  side  of  the  track,  and  about  0.6  meter  above  the  track. 
Note  1* 

N10. — At  Blue  Canyon,  Placer  County,  Cal.,  on  the  face  of  the  concrete  drinking  fountain,  at  the  Southern  Pacific 
Railway  station,  about  1.2  meters  above  the  track.     Note  1.* 

M10. — At  Orel,  Placer  County,  Cal.,  200  meters  east  of  the  Southern  Pacific  Railway  station,  on  the  top  surface  of  the 
central  concrete  pillar  under  the  water  tank,  about  0.3  meter  above  the  track.     Note  1.* 

*  See  p.  48. 


PRECISE   LEVELING,  BRIGHAM   TO   SAN    FRANCISCO.  57 

L,0. — At  Towle,  Placer  County,  Cal. ,  0.3  mile  east  of  the  Southern  Pacific  Railway  station,  90  meters  east  of  mile  pole 
158,  on  the  top  of  a  bowlder  1  meter  high,  20  meters  north  of  the  track,  and  about  1.5  meters  above  it.     Note  1.* 

K10. — At  Gold  Run,  Placer  County,  Cal.,  0.6  mile  west  of  the  Southern  Pacific  Railway  passenger  station,  on  the  top 
surface  of  the  south  headwall  of  concrete  culvert  No.  152D,  under  the  Southern  Pacific  track,  3.2  meters  south  of  the  track, 
and  about  0.6  meter  below  it.     Note  1.* 

JI0. — 0.3  mile  southwest  of  Wirt,  Placer  County,  Cal.,  on  the  top  of  the  east  concrete  abutment  to  Southern  Pacific 
Railway  bridge,  about  0.6  meter  below  the  track.     Note  1.* 

I10. — At  Colfax,  Placer  County,  Cal.,  on  the  top  surface  of  the  concrete  slab  in  front  of  the  drinking  fountain  at  the 
Nevada  County  exhibit.     Note  L* 

H10. — At  Lander,  Placer  County,  Cal.,  on  top  of  the  central  concrete  pillar  under  the  Southern  Pacific  Railway 
water  tank,  4J  meters  abovo  the  track.     Note  1.* 

G,0. — One  mile  northeast  of  Clippergap,  Placer  County,  Cal.,  about  1.2  meters  from  the  east  end  of  tunnel  O  of  the 
westbound  line  of  the  Southern  Pacific  Railway,  on  the  south  stone  wall,  0.6  meter  above  the  top  of  the  rail.     Note  1.* 

F10. — 0.2  mile  east  of  the  Southern  Pacific  Railway  station  at  Clippergap,  Placer  County,  Cal.,  on  top  of  the  old  foun- 
dation of  the  water  tank  (now  removed),  about  0.5  meter  below  the  top  of  the  rail.     Note  1.* 

E10. — At  East  Auburn,  Placer  County,  Cal.,  opposite  the  Southern  Pacific  Railway  passenger  and  freight  station, 
on  the  old  line  (now  the  westbound  line)  of  the  Southern  Pacific  Railway,  on  the  eastern  one  of  the  two  northwestern 
concrete  pillars  under  the  water  tank,  about  1  meter  above  the  top  of  the  rail.     Note  1.* 

D19. — About  0.2  mile  east  of  Newcastle,  Placer  County,  Cal. ,  at  the  west  end  of  the  Southern  Pacific  Railway  tunnel, 
north  of  the  track,  on  the  top  surface  of  the  bottom  stone  of  the  tunnel,  0.3  meter  above  the  track.     Note  1.* 

C,0.- — About  0.5  mile  east  of  Rochlin,  Placer  County,  Cal.,  on  the  west  side  of  the  concrete  bridge  of  the  Southern 
Pacific  Railway,  which  carries  the  eastbound  track  over  the  westbound  track;  north  of  the  westbound  track  and  about 
1  meter  above  it,  about  0.46  meter  from  the  north  edge  of  the  pier,  and  1.5  meters  above  the  ground.     Note  1.* 

B10. — Near  Roseville,  Placer  County,  Cal.,  about  0.8  mile  east  of  the  Southern  Pacific  Railway  station,  on  the  top 
surface  of  the  granite  abutment  at  the  east  end  of  Southern  Pacific  Railway  bridge  107D,  on  the  south  side  of  track,  and 
about  0.5  meter  below  it.    Note  1.* 

A,0. — At  Roseville,  Placer  County,  Cal.,  on  the  top  surface  of  the  concrete  base  of  signal  tower  1067,  70  meters  west 
of  the  Southern  Pacific  Railway  station;  10  meters  north  of  the  track,  and  about  0.6  meter  above  it.    Note  1.* 

Z9  (U.S.G.S.). — About  2  miles  northeast  of  Antelope,  Sacramento  County,  Cal.,  at  a  highway  crossing,  north  of  the 
Southern  Pacific  Railway  track,  7  meters  south  of  the  north  line  fence,  1.6  meters  from  a  fence  located  18  meters  north 
of  the  track,  and  about  3  meters  above  the  track.     Note  18,*  stamped  146. 

Y0. — At  Antelope,  Sacramento  County,  Cal.,  90  meters  west  of  the  Southern  Pacific  Railway  station,  on  the  top  sur- 
face of  the  north  headwall  of  the  stone  culvert  under  the  Southern  Pacific  tracks,  about  1.2  meters  below  the  track. 
Note  1.* 

X„. — 1.2  miles  northeast  of  Benali,  Sacramento  County,  Cal.,  on  the  top  surface  of  the  stone  abutment  at  the  east 
end  of  the  Southern  Pacific  Railway  steel  bridge  No.  96C,  about  0.6  meter  below  the  track.     Note  1.* 

W„. — At  Elvas,  Sacramento  County,  Cal.,  at  mile  pole  92,  0.4  mile  north  of  Elvas  tower,  on  the  top  of  the  south 
concrete  abutment  of  the  Southern  Pacific  Railway  steel  bridge  over  the  American  River,  east  of  the  track,  and  2.5 
meters  below  the  top  of  the  rail.    Note  1.* 

V„. — At  Brighton,  Sacramento  County,  Cal.,  100  meters  east  of  the  station,  on  the  top  surface  of  the  southwestern 
one  of  the  four  pillars  under  the  Southern  Pacific  Railway  water  tank,  about  3.4  meters  above  the  ground.     Note  1.* 

TJ9  (TJ.  S.  G.  S.). — About  0.8  mile  north  of  Florin,  Sacramento  County,  Cal.,  at  mile  pole  130,  on  the  right  of  way 
of  the  Southern  Pacific  Railway,  east  of  the  track;  0.5  meter  west  of  the  east  fence  line.     Note  18*  stamped  "36  B." 

T,  (U.  S.  G.  S.). — About  3  miles  south  of  Florin,  Sacramento  County,  Cal.,  at  Southern  Pacific  Railway  mile  pole 
126,  north  of  the  highway  crossing,  east  of  the  track,  10  meters  south  of  the  angle  of  the  fence.  Note  18*  stamped 
"37  B." 

S,  (U.  S.  G.  S.). — At  Elk  Grove,  Sacramento  County,  Cal.,  at  the  southwest  corner  formed  by  the  Southern  Pacific 
right  of  way  with  the  main  street  of  Elk  Grove,  west  of  the  track,  opposite  the  north  end  of  the  Southern  Pacific  Rail- 
way station  between  two  poles  set  about  2.5  meters  apart.     Note  18*  stamped  "49  B." 

R8  (U.  S.  G.  S.). — At  McConnell,  Sacramento  County,  Cal.,  0.2  meter  northeast  of  the  northeast  corner  of  the  small 
house,  between  the  Southern  Pacific  Railway  track  and  the  county  road.     Note  18*  stamped  "46  B." 

Q,. — At  Need,  Sacramento  County,  Cal.,  375  meters  south  of  the  station  sign,  30  meters  south  of  mile  pole  115,  on 
the  top  of  the  north  concrete  abutment  to  the  Southern  Pacific  Railway  bridge,  about  0.3  meter  below  the  track. 
Note  1* 

P„.  (U.  S.  G.  S.).— At  Gait,  Sacramento  County,  Cal.,  on  the  right  of  way  of  the  Southern  Pacific  Railway,  in  line 
with  the  north  end  of  the  railway  station;  13.1  meters  west  of  the  main  line,  0.6  meter  from  the  northwest  corner  of  the 
grass  park.     Note  18*  stamped  "46  B." 

0„  (U.  S.  G.  S.).— At  Jahant,  San  Joaquin  County,  Cal.,  8  meters  south  of  mile  pole  108,  on  the  Southern  Pacific 
Railway  right  of  way,  at  crossing  107F;  0.9  meter  north  of  the  north  highway  fence,  11.3  meters  east  of  the  track. 
Note  18*  stamped  "48  B." 

N,. — 1  mile  north  of  Acampo,  San  Joaquin  County,  Cal.,  on  the  top  surface  of  the  north  concrete  abutment  of 
Southern  Pacific  Railway  bridge  No.  107D,  about  0.6  meter  below  the  top  of  the  rail.    Note  1.* 

*  See  p.  48. 


58  U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 

M9  (U.  S.  G.  S.). — 1  mile  south  of  Acampo,  San  Joaquin  County,  Cal.,  at  crossing  105A,  in  the  north  margin  of  the 
road,  16  meters  east  of  the  Southern  Pacific  Railway  track,  6.4  meters  south  of  the  north  crossing  fence.  Note  18* 
stamped  "53  B." 

L9. — At  Lodi,  San  Joaquin  County,  Cal.,  200  meters  north  of  the  Southern  Pacific  Railway  station  in  the  east  face 
of  the  northeast  pillar  under  the  water  tank.     Note  1.* 

K9  (U.  S.  G.  S.). — li  miles  south  of  Lodi,  San  Joaquin  County,  Cal.,  75  meters  south  along  the  track  from  mile  pole 
102,  in  the  edge  of  a  cultivated  field,  16.3  meters  east  of  the  Southern  Pacific  Railway  track,  0.9  meter  east  of  the 
fence  corner  at  the  crossing  north  of  the  road,  about  1.2  meters  below  the  track.     Note  18*  stamped  "45  B." 

J9  (U.  S.  G.  S.). — At  Pearson,  San  Joaquin  County,  Cal.,  7.7  meters  north  along  the  track  from  mile  pole  99  on  the 
right  of  way  of  the  Southern  Pacific  Railway,  0.3  meter  west  of  the  east  line  fence,  4.8  meters  east  of  the  track,  and 
about  1  meter  below  it.     Note  18*  stamped  "37  B." 

I9. — 1.2  miles  north  of  Hammer,  San  Joaquin  County,  Cal.,  at  railroad  mileage  96.8,  in  the  west  headwall  of  con- 
crete culvert  96B,  under  the  Southern  Pacific  Railway  track.     Note  1.* 

H9  (U.  S.  G.  S.). — One-half  mile  north  of  Hammer,  San  Joaquin  County,  Cal.,  11.8  meters  north  along  the  track 
from  mile  pole  96,  on  the  right  of  way  of  the  Southern  Pacific  Railway,  0.8  meter  west  of  the  east  line  fence,  15  meters 
east  of  track,  and  about  1  meter  below  it.     Note  18*  stamped  "28  B." 

G9. — 0.8  mile  north  of  El  Pinal,  San  Joaquin  County,  Cal.,  in  the  north  abutment  of  bridge  93A,  west  of  the 
Southern  Pacific  Railway  track,  about  0.6  meter  below  the  top  of  the  rail.     Note  1.* 

F9  (U.  S.  G.  S.). — About  2  miles  north  of  Stockton,  San  Joaquin  County,  Cal.,  10  meters  north  along  the  track 
from  mile  pole  93,  0.5  meter  west  of  the  east  line  fence  on  the  right  of  way  of  the  Southern  Pacific  Railway,  15.7  meters 
east  of  the  track,  and  about  1  meter  below  it.     Note  18*  stamped  "20  B." 

E9. — At  Stockton,  San  Joaquin  County,  Cal.,  in  the  Western  Pacific  Railway  station,  in  the  west  side  of  the  south- 
west pillar  of  the  portico  at  the  south  end.     Note  1.* 

D9. — At  Stockton,  San  Joaquin  County,  Cal.,  in  the  top  of  the  concrete  curbing  around  a  palm  tree,  in  the  passage- 
way between  the  Southern  Pacific  Railway  waiting  room  and  baggage  room.     Note  1.* 

C9.— About  2  miles  south  of  Stockton,  San  Joaquin  County,  Cal.,  in  the  east  headwall  of  concrete  culvert  No.  87B 
under  the  Southern  Pacific  Railway  track,  140  meters  north  of  the  Western  Pacific  Railway  crossing,  about  0.6  meter 
below  the  track.    Note  1.* 

B9  (U.  S.  G.  S.). — About  1  mile  north  of  French  Camp,  San  Joaquin  County,  Cal.,  0.6  meter  east  of  Southern  "Pacific 
Railway  mile  pole  87,  1  meter  below  the  track.  Note  18*  stamped  "15  B."  This  bench  mark  of  the  United  States 
Geological  Survey,  the  position  of  which  was  originally  published  as  8  feet  south  of  mile  post  88,  was  found  washed 
out  and  relocated  as  described  above. 

A9. — About  0.7  mile  north  of  French  Camp,  San  Joaquin  County  Cal.,  at  railroad  mileage  86.7,  on  the  east  head- 
wall  of  concrete  culvert  No.  86C  of  the  Southern  Pacific  Railway,  about  0.6  meter  below  the  track.     Note  1.* 

Z8. — Near  French  Camp,  San  Joaquin  County,  Cal.,  in  the  east  headwall  of  concrete  culvert  84A  under  the  South- 
ern Pacific  Railway  track.     Note  1.* 

Y8  (U.  S.  G.  S.). — Near  Lathrop,  San  Joaquin  County,  Cal.,  40  meters  south  along  the  track  from  Southern  Pacific 
Railway  mile  pole  84,  0.6  meter  south  of  the  north  highway  fence  at  the  crossing,  11.5  meters  east  of  the  Southern  Pacific 
northbound  track.     Note  18*  stamped  "19  B." 

X8. — At  Lathrop,  San  Joaquin  County,  Cal.,  100  meters  north  of  the  Southern  Pacific  Railway  station  in  the  south- 
east pillar  of  the  water  tank.     Note  1.* 

W8  (U.  S.  G.  S.). — At  Lathrop,  San  Joaquin  County,  Cal.,  about  75  meters  north  of  the  Southern  Pacific  Railway 
station,  west  of  the  tracks,  at  the  fence  line,  15  meters  Bouth  of  the  water  tank.     Note  18*  stamped  "20  B." 

V8. — Near  Lathrop,  San  Joaquin  County,  Cal.,  at  railroad  mileage  78.1,  at  the  west  end  of  the  viaduct  leading  to  the 
west  end  of  the  Southern  Pacific  Railway  bridge  78B  over  the  San  Joaquin  River,  on  the  top  surface  of  the  bearing 
stone  of  the  northwest  pier,  about  1.8  meters  below  the  top  of  the  rail.     Note  1.* 

U8. — 1  mile  northeast  of  Banta,  San  Joaquin  County,  Cal.,  in  the  top  surface  of  the  east  abutment  to  Southern 
Pacific  Railway  bridge  74C,  south  of  the  track.     Note  1.* 

T8  (U.  S.  G.  S.). — At  Banta,  San  Joaquin  County,  Cal.,  opposite  mile  pole  74  on  the  Southern  Pacific  Railway  right 
of  way,  250  meters  east  of  the  Southern  Pacific  station.     Note  18*  stamped  "22.121. " 

S8.  (U.  S.  G.  S.). — At  Tracy,  San  Joaquin  County,  Cal.,  about  0.3  mile  east  of  the  Southern  Pacific  Railway  station 
2  meters  north  of  mile  pole  71,  0.3  meter  south  of  the  line  fence  on  the  right  of  way  of  the  Southern  Pacific  Railway. 
Note  18*  stamped  "  53.927. " 

Rg. — At  Tracy,  San  Joaquin  County,  Cal.,  150  meters  east  of  the  Southern  Pacific  Railway  station,  in  the  top  sur- 
face of  the  southwest  concrete  pillar  under  the  water  tank.     Note  1.* 

Q8. — At  Tracy,  San  Joaquin  County,  Cal.,  75  meters  west  of  the  Southern  Pacific  Railway  station,  in  the  north 
face  of  the  northwest  concrete  pillar  under  the  water  tank.     Note  1.* 

P8  (U.  S.  G.  S.). — Near  Tracy,  San  Joaquin  County,  Cal.,  10  meters  along  the  track  east  of  mile  pole  68,  on  the 
Southern  Pacific  Railway  right  of  way,  1  meter  from  the  south  line  fence,  about  1  meter  below  the  track.  Note  18* 
stamped  "102.656". 

08  (U.  S.  G.  S.). — At  Midway,  Alameda  County,  Cal.,  about  1.5  meters  east  of  mile  pole  63,  about  150  meters  east 
of  the  station  on  the  south  side  of  the  track  on  the  Southern  Pacific  Railway  right  of  way.     Note  18*  stamped '  '351.341. " 

*See  p.  48. 


PRECISE   LEVELING,   BRIGHAM    TO   SAN    FRANCISCO.  59 

N8. — Near  Midway,  Alameda  County,  Cal.,  in  the  concrete  base  of  Southern  Pacific  Railway  signal  tower  625. 
Note  1.* 

M8. — Near  Cayley,  Alameda  County,  Cal.,  100  meters  west  of  Southern  Pacific  Railway  mile  pole  60,  125  meters  of 
the  east  end  of  Cayley  siding,  in  the  face  of  a  rocky  cut,  about  1.2  meters  above  the  track.    Note  1.* 

L8. — Near  Altamont,  Alameda  County,  Cal.,  at  Southern  Pacific  railway  mileage  57.9,  on  the  north  side  at  the 
east  entrance  to  Southern  Pacific  tunnel  No.  1,  about  0.2  meter  from  the  end  of  tunnel  and  1  meter  above  the  track. 
Note  1.* 

K8. — One-half  mile  east  of  Altamont,  Alameda  County,  Cal.,  on  the  south  abutment  to  the  Western  Pacific  Rail- 
way crossing  over  the  Southern  Pacific  track,  about  1  meter  above  the  Southern  Pacific  track.     Note  1.* 

J8  (U.  S.  G.  S.). — At  Altamont,  Alameda  County,  Cal.,  about  60  meters  east  of  the  Southern  Pacific  Railway  sta- 
tion, between  the  Southern  Pacific  main  track  and  the  county  pike,  abreast  of  the  derailing  switch  to  the  siding. 
Note  18*  stamped  '  '739.899. " 

I8. — Near  Altamont,  Alameda  County,  Cal.,  at  Southern  Pacific  Railway  mileage  53.7,  on  the  south  headwall  of 
Southern  Pacific  culvert  53G,  about  0.6  meter  below  the  track.     Note  1*. 

H3. — Near  Livermore,  Alameda  County,  Cal.,  at  Southern  Pacific  Railway  mileage  52.2,  on  the  north  abutment 
of  the  overhead  crossing  of  the  Western  Pacific  Railway  over  the  Southern  Pacific  Railway,  about  1.2  meters  above  the 
Southern  Pacific  track.     Note  1.* 

G8. — About  2  miles  east  of  Livermore,  Ulameda  County,  Cal.,  at  Southern  Pacific  mileage  49.1  on  the  south  abut- 
ment of  the  overhead  crossing  of  the  Western  Pacific  Railway  over  the  Southern  Pacific  Railway,  about  1  meter  above 
the  Southern  Pacific  track.     Note  1.* 

F8  (U.  S.  G.  S.). — At  Livermore,  Alameda  County,  Cal.,  on  the  Farmers'  Union  Building,  which  is  the  large  build- 
ing just  east  of  the  Southern  Pacific  Railway  station,  north  of  the  track,  in  the  south  side  wall  at  the  southeast  corner 
of  the  building.     Note  17*  stamped  "488." 

E8. — About  1  mile  west  of  Livermore,  Alameda  County,  Cal.,  south  of  Southern  Pacific  Railway  bridge  No.  45A, 
north  of  the  highway,  about  30  meters  east  of  the  water  tank,  on  top  of  the  wall  to  the  west  abutment  of  the  highway 
bridge.     Note  1.* 

D8.- — At  Radum,  Alameda  County,  Cal.,  about  1  mile  east  of  Pleasanton,  0.1  mile  east  of  the  signal  tower,  on  the 
east  abutment  of  the  Southern  Pacific  Railway  concrete  bridge  No.  42A,  south  of  the  track,  and  about  3  meters  east 
of  the  derailing  switch.     Note  1.* 

C8.- — At  Pleasanton,  Alameda  County,  Cal.,  \  mile  west  of  the  Southern  Pacific  Railway  station,  on  the  south  head- 
wall  of  highway  culvert  at  Southern  Pacific  Railway  bridge  40C,  about  3  meters  north  of  the  track  and  0.18  meter  above 
the  top  of  the  rail.     Note  1.* 

B8. — At  Verona,  Alameda  County,  Cal.,  90  meters  west  of  the  Southern  Pacific  Railway  station,  23  meters  east  of 
the  highway  crossing,  in  the  west  abutment  of  the  Western  Pacific  Railway  overhead  crossing,  about  6  meters  from 
the  east  edge  of  the  abutment  and  0.6  meter  above  the  Southern  Pacific  track.     Note  1.* 

A8. — At  Brightside,  Alameda  County,  Cal.,  about  200  meters  east  of  the  station  at  mileage  34.9  on  the  Southern 
Pacific  Railway,  north  of  the  track  on  the  east  abutment  of  the  Western  Pacific  Railway  bridge  over  Alameda  Creek. 
Note  1.* 

Z7  (U.  S.  G.  S.). — At  Farwell,  Alameda  County,  Cal.,  about  60  meters  east  of  the  Southern  Pacific  Railway  station, 
12  meters  north  of  the  track.    Note  18*  stamped  '  '167.099. " 

Y7. — About  1  mile  east  of  Niles,  Alameda  County,  Cal.,  east  of  the  track,  on  the  north  end  of  Southern  Pacific 
Railway  bridge  No.  30D  over  Alameda  Creek.     Note  1.* 

X7. — At  Niles,  Alameda  County,  Cal.,  about  60  meters  west  of  the  railway  station,  on  the  southern  one  of  the  two 
easternmost  pillars  under  the  wooden  water  tank.    Note  1.* 

W7. — At  Niles,  Alameda  County,  Cal.,  one-half  mile  south  of  the  railway  station,  about  9  meters  north  of  the  cross- 
ing of  the  Southern  Pacific  and  Western  Pacific  Railways,  east  of  the  track,  on  top  of  rock  abutment  of  Southern  Pacific 
Railway  bridge  over  the  river.     Note  1.* 

V7. — At  Irvington,  Alameda  County,  Cal.,  about  90  meters  north  of  the  Southern  Pacific  Railway  station,  on  the 
west  headwall  of  culvert  under  the  tracks.     Note  1.* 

U7. — Near  Warmsprings,  Alameda  County,  Cal.,  on  the  west  headwall  of  culvert  34E  under  the  Southern  Pacific 
Railway  track.     Note  1.* 

T7. — At  Warmsprings,  Alameda  County,  Cal.,  about  90  meters  north  of  the  Southern  Pacific  Railway  station,  on 
the  west  headwall  of  culvert  36B  under  the  crossing  of  the  track  and  the  highway.     Note  1.* 

Sj. — Near  Warmsprings,  Alameda  County,  Cal.,  in  the  west  headwall  of  culvert  38A  under  the  Southern  Pacific 
Railway  track,  and  about  0.6  meter  below  it.    This  benchmark  has  probably  been  destroyed  or  moved.     Note  1.* 

R7. — Near  Milpitas,  Santa  Clara  County,  Cal.,  at  Southern  Pacific  Railway  mileage  39.9,  in  the  top  surface  of  the 
west  headwall  of  the  culvert  under  the  county  road,  about  24  meters  east  of  the  track  and  about  1  meter  above  the 
county  road.     Note  1.* 

Q7.— Near  Wayne,  Santa  Clara  County,  Cal.,  at  mileage  43.9  of  the  Southern  Pacific  Railway,  in  the  top  of  the 
south  abutment  to  bridge  43G,  east  of  the  track  and  about  0.5  meter  below  it.     Note  1.* 

P7  (U.  S.  G.  S.).— At  San  Jose,  Santa  Clara  County,  Cal.,  on  the  north  balustrade  of  the  east  entrance  to  the  Hall 
of  Records,  about  1.5  meters  above  the  ground.     Note  17*  stamped  "98  S.  F." 

*  See  p.  48. 


60  U.   S.   COAST  AND  GEODETIC   SUEVEY   SPECIAL  PUBLICATION   NO.   22. 

07. — At  San  Jose,  Santa  Clara  County,  Cal.,  just  west  of  the  Southern  Pacific  Railway  station,  south  of  the  tracks, 
in  the  northwestern  one  of  the  four  central  pillars  under  the  Southern  Pacific  water  tank.     Note  1.* 

N7. — At  Santa  Clara,  Santa  Clara  County,  Cal.,  north  of  Southern  Pacific  Railway  station,  in  the  south  end  of  the 
large  grass  park.     Note  11A.* 

M7. — At  Lawrence,  Santa  Clara  County,  Cal.,  opposite  the  Southern  Pacific  Railway  station,  on  the  right  of  way, 
40.9  meters  north  of  the  track,  1.9  meters  from  the  line  fence,  8.9  meters  west  of  the  road  fence.    Note  11A.* 

L7. — At  Sunnyvale,  Santa  Clara  County,  Cal.,  in  the  east  end  of  the  grass  park  which  lies  northwest  of  the  Southern 
Pacific  Railway  station.     Note  11A.* 

K7. — At  Mountain  View,  Santa  Clara  County,  Cal.,  north  of  the  Southern  Pacific  Railway  station,  in  the  south 
side  of  the  northern  one  of  the  two  circular  grass  parks.    Note  11A.* 

J7. — At  Mayfield,  Santa  Clara  County,  Cal.,  in  the  south  end  of  the  small  grass  park,  north  of  the  Southern  Pacific 
Railway  station,  and  west  of  the  track.     Note  11A.* 

I7. — At  Palo  Alto,  Santa  Clara  County,  Cal.,  in  the  north  end  of  the  small  grass  park  east  of  the  Southern  Pacific 
Railway,  and  south  of  University  Avenue.    Note  11A.* 

H7. — In  San  Mateo  County  near  Palo  Alto,  Santa  Clara  County,  Cal.,  west  of  the  track,  on  the  top  surface  of  the 
stone  abutment  at  the  north  end  of  the  Southern  Pacific  Railway  bridge  over  San  Francisquito  Creek,  which  forms  the 
boundary  between  San  Mateo  and  Santa  Clara  Counties.    Note  1.* 

G7. — At  Menlo  Park,  San  Mateo  County,  Cal.,  on  the  opposite  side  of  the  alley  from  the  Oak  Grove  Villa  Hotel,  in 
the  top  of  a  concrete  sphere  on  a  corner  post,  about  1.2  meters  above  the  ground.     Note  1.* 

F7. — At  Redwood  City,  San  Mateo  County,  Cal.,  north  of  the  Southern  Pacific  Railway  station,  in  the  north  corner 
of  the  triangular  grass  park.    Note  11A.* 

E7.— At  San  Carlos,  San  Mateo  County,  Cal.,  On  the  Southern  Pacific  Railway  station,  in  the  east  side  of  the 
eastern  stone  post  that  supports  the  roof  over  the  passage  way,  about  0.23  meter  above  the  pavement.     Note  1.* 

D7. — At  Belmont,  San  Mateo  County,  Cal.,  north  of  the  Southern  Pacific  Railway  station,  in  the  south  end  of  the 
grass  park,  midway  between  the  rail  and  the  fence.    Note  11A.* 

C7. — At  Beresford,  San  Mateo  County,  Cal.,  about  300  meters  north  of  the  Southern  Pacific  Railway  station,  in  the 
concrete  foundation  of  signal  tower  202,  west  of  the  track.     Note  1.* 

B7. — At  San  Mateo,  San  Mateo  County,  Cal.,  in  the  top  of  the  concrete  wall  at  the  east  entrance  to  the  small  park 
at  the  Southern  Pacific  Railway  passenger  station,  about  0.3  meter  north  of  the  north  pillar.     Note  1.* 

A7. — At  San  Mateo,  San  Mateo  County,  Cal.,  on  Ellsworth  Avenue  about  one-half  mile  north  of  the  Southern 
Pacific  Railway  station,  in  the  south  side  of  the  F.  A.  M.  building,  about  3  meters  from  the  southeast  corner  and  about 
1  meter  above  the  ground.    Note  1.* 

Z6. — At  Burlingame,  San  Mateo  County,  Cal.,  in  the  foundation  on  the  east  side  of  the  Southern  Pacific  Railway 
station,  in  front  of  the  ticket  window,  about  0.15  meter  above  the  pavement.    Note  1.* 

Y„. — At  Millbrae,  San  Mateo  County,  Cal.,  in  the  east  wall  of  the  power  substation,  about  1  meter  from  the  northeast 
corner  and  about  1.5  meters  above  the  brick  pavement.    Note  1.* 

X6. — At  San  Bruno,  San  Mateo  County,  Cal.,  about  15  meters  northeast  of  the  Southern  Pacific  Railway  station,  the 
top  of  the  southern  inside  base  bolt  of  signal  tower  108. 

W„. — At  Holy  Cross,  San  Mateo  County,  Cal.,  north  of  the  stone  building  at  the  entrance  to  Holy  Cross  Cemetery, 
between  the  Southern  Pacific  Railway  track  and  the  street,  on  the  eastern  side  of  a  large  conical  rock,  on  the  east  side 
of  the  fountain.    Note  1.* 

City  418. — At  San  Francisco,  San  Francisco  County,  Cal.,  on  the  north  side  of  Sickles  Avenue  about  35  meters 
west  of  Huron  Avenue  and  just  to  the  left  of  the  entrance  to  No.  110  Sickles  Avenue.  The  bench  mark  is  a  cross 
on  the  cement  surface  at  the  west  end  of  an  iron  gateway. 

City  386. — At  San  Francisco,  San  Francisco  County,  Cal. ,  on  the  south  side  of  Ocean  Avenue  about  12  meters 
east  of  San  Jose  Avenue.  The  bench  mark  is  a  cross  at  the  west  end  of  the  bottom  step  to  the  side  entrance  to  a 
saloon. 

City  640. — At  San  Francisco,  San  Francisco  County,  Cal.,  at  the  intersection  of  San  Jose,  Circular,  and  Joost 
Avenues.  The  bench  mark  is  a  cross  at  the  southeast  corner  rail  guard  around  the  Southern  Pacific  Railway  gate 
post,  about  1  meter  above  the  ground. 

City  635. — At  San  Francisco,  San  Francisco  County,  Cal.,  on  the  north  side  of  Bosworth  Street  opposite  Lyell 
Street.  The  bench  mark  is  a  cross  on  the  head  of  an  iron  spike  embedded  in  the  top  of  the  dome  at  the  east  end  of 
the  east  concrete  retaining  wall  at  the  entrance  to  the  culvert  under  the  Southern  Pacific  Railway  viaduct. 

*  See  p.  48. 


PRECISE   LEVELING,   BRIGHAM    TO   SAN    FRANCISCO. 


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U.    S.    COAST   AND   GEODETIC    SURVEY    SPECIAL  PUBLICATION    NO.    22. 


PRECISE   LEVELING,   BKIGHAM    TO   SAN    FRANCISCO. 


63 


64 


U.   S.   COAST  AND  GEODETIC   SURVEY   SPECIAL  PUBLICATION    NO.   22. 


PBECISE  LEVELING,  BEIGHAM   TO  SAN   FRANCISCO. 


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53167°— 14- 


INDEX  TO  ELEVATIONS  AND  DESCRIPTIONS  OF  BENCH  MARKS. 

[Alphabetical  under  each  State.) 


CALIFORNIA. 


Acampo 

Alston 

Alta 

Altamont 

Antelope 

Applegate 

Armstrong 

Arno 

Auburn 

Banta 

Belmont 

Benali 

Beresford 

Blue  Canyon... 

Boca 

Bowman 

Brighton 

Brightside 

Burlingame 

Calvada 

Caporn 

Castle 

Castro 

Cayley 

Cisco 

Clippergap 

Colfax 

Crystal  Lake. . . 

Davis 

Dutch  Flat 

East  Auburn... 

Eder 

Eliot 

Elk  Grove 

Ellis 

El  Pinal 

Elvas 

Emigrant  Gap. 

Fair  Oaks 

Farwell 

Flint 

Florin 

Floriston 

Forest  Lake 

French  Camp.. 

Fulda 

Gait 

Gold  Run 

Gorge 

Graham 

Hammer 

Hislop 

Holy  Cross 

Iceland 

Irvington 

Jahant 

Jam 

Lake  View 

Lander 

Lathrop 

Lawrence 

Llvermore 

Lodi 

Loomis 


Mayborg 

Mayfield 

McDonnell 

Menlo  Park 

Mettler 

Midas 

Midway 

Millbrae 

Milpitas 

Mountain  View 

Mystic 

Need 

Nestor 

Newcastle 

New  England  Mills. 

Niles 

Orel 

Palo  Alto 

Pearson 

Penryn 

Pleasanton 

Polk 


Eleva- 
tion. 


Descrip- 
tion. 


Paget. 

46,47 

47 

47 

46,47 

46,47 

47 

47 

47 

47 

46,47 

46 

46,47 

46,47 

46,47 

47 

47 

46,47 

46,47 

46,47 

46,47 

47 

47 

47 

46 

46,47 

46,47 

46,47 

47 

47 

47 

46 

46,47 

47 

46,47 

47 

46,47 

46 

46,47 

47 

46,47 

47 

46,47 

47 

47 

46,47 

47 

46,47 

46,47 

47 

47 

46 

47 

46 

46 

46,47 

46 

47 

47 

46,47 

46,47 

46 

46,47 

46,47 

47 

47 

47 

46 

46,47 

46,47 

47 

47 

46,47 

46,47 

46,47 

46,47 

46 

46,47 

47 

46,47 

47 

46,47 

46,47 

46,47 

46,47 

47 

46,47 

47 


Pages. 
57,58 


;>s 


n 


Place. 


.57 


California— continued. 


Prosser  Creek... 

Racimo 

Radum 

Redwood  City. . 

RemiUard 

Rocklin 

Roseville 

San  Bruno 

San  Carlos 

San  Francisco . . 

San  Jose 

San  Mateo 

Santa  Clara 

Sibeck 

Smart 

Soda  Springs... 

Spruce 

Stockton 

Summit 

Sunnyvale 

Sunof. 

Tamarack 

Towle 

Tracy 

Troy 

Truckee 

Tunnell 

TJlmar 

Verona 

Walerga 

Warmsprings. . 

Wayne 

Wickes 

Winsted 

Wirt 

Yuba  Pass 

Zeta 


NF.VADA. 


Akbar 

Alazon 

Anthony 

Argenta 

Argo 

Avenel 

Banvard 

Battle  Mountain  . 

Benin 

Beowawe 

Carta 

Cedar 

Clark 

Cluro 

Cobre 

Coin 

Comus 

Cosgrave... 

Deeth 

Derby .' 

Desert 

Ditho 

Doden 

Eglon 

Elburz 

Elko 

Falais 

Farrel 

Fenelon 

Fernley 

Gerald 

Gilpin 

Golconda 

Granite  Point 

Hated 

Halleck 

Harney 

Hazen 

Herrin 

Holborn 

Humboldt 

Huxley 

Icarus 

Imlay. 

Iron  Point 

Kaw 

Kodak 


Eleva- 
tion. 


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Descrip- 
tion. 


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Place. 


Nevada— continued. 


Ladoga 

Lamar 

Lawton 

Loray 

Lovelocks 

Luva 

Mannol 

Massie 

Mill  City 

Miriam 

Mogul 

Moleen 

Montello 

Moor 

Mosel 

Mote 

Nardi 

Natchez 

Noble 

Ocala 

Omar 

Oreana , 

Osino 

Palisade 

Parran 

Patna 

Perth 

Pequop 

Piute 

Preble 

Rasid 

Reno 

Rose  Creek 

Rosny 

Rye  Patch 

Ryndon 

Sparks 

Starr 

Stonehouse. . . 

Tecoma 

Thisbe 

Tonka 

Toulon 

Toy 

Tulasco 

Tule 

Tyrol 

Ullin 

Upsal 

Valery 

Valley  Pass.. 

Valmy 

Verdi 

Vista 

Vivian 

Wells 

Winnemucca. 

Woolsey 

Wright 

Zola 


UTAH. 


Balfour 

Blue  Creek 

Bovine 

Brigham 

Corinne 

Dewey 

Gartney 

Hansen 

Honey  ville 

Kelton 

Kolmar 

Lake 

Lucin i 

Monument 

Ombey 

Peplin 

Promontory 

Romola 

Rozel 

Surbon 

Terrace 

Umbria  Junction . 


Eleva- 
tion. 


Descrip- 
tion. 


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